Method for improving communication efficiency of safe vehicle-to-everything (V2X) flow

Abstract

A system for improving the efficiency of vehicle-to-everything (V2X) flow communication includes a transmitting vehicle and a receiving vehicle. A sensor captures information about the transmitting vehicle and the receiving vehicle, and captures environmental information about an environment of the transmitting vehicle and the receiving vehicle. Each vehicle has a controller that executes an application that promotes V2X stream communication (EVSC). The EVSC obtains transmitting and receiving vehicle information and environmental information from sensors. The EVSC actively and continuously adopts a sparse signature method (SSA) part and a chained data packet method (CPA) part of the EVSC to monitor the bandwidth utilization rate and the computing resource utilization rate of sending vehicle information and receiving vehicle information and environment information; and actively and continuously reducing the bandwidth utilization rate and the computing resource utilization rate from a first level to a second level smaller than the first level while ensuring the security of the V2X communication.

Description

Technical Field

[0001] The present disclosure relates to vehicle-to-everything (V2X) communications, and more particularly to methods for improving the efficiency of secure V2X communications. Current V2X communications and hardware standards are designed to accommodate a predefined amount of protected communication throughput. In addition, as advanced driver assistance systems (ADAS) become more prevalent, the amount of V2X data transmitted over the V2X network that needs to be protected is increasing. Therefore, communication throughput increases as the usage of the V2X network increases. Background Art

[0002] While current systems and methods for sending and receiving data over V2X networks achieve their intended purposes, there remains a need for new and improved systems and methods for increasing the efficiency of secure V2X communications while maintaining or improving the security of data transmitted over such V2X networks, while maintaining or improving ADAS functionality, increasing V2X throughput, and improving the user experience without increasing system complexity or latency. Summary of the invention

[0003] According to several aspects of the present disclosure, a system for improving the efficiency of vehicle-to-everything (V2X) streaming communication includes one or more sending vehicles and one or more receiving vehicles. The system also includes one or more sensors that capture vehicle information about the sending vehicle and the receiving vehicle, and capture environmental information about the environment of the one or more sending vehicles and the one or more receiving vehicles. Each of the one or more sending vehicles and the one or more receiving vehicles has a controller. The controller includes a processor, a memory, and one or more input / output (I / O) ports, and the I / O ports communicate with one or more sensors. The memory stores programmed control logic. The processor executes the programmed control logic, which includes an application for improving V2X streaming communication (EVSC). The EVSC includes at least first, second, third, and fourth control logics. The first control logic obtains the sending vehicle and the receiving vehicle information and environmental information from one or more sensors. The second control logic adopts the sparse signature method (SSA) portion of the EVSC. The third control logic adopts the chained packet method (CPA) portion of the EVSC. The fourth control logic actively and continuously employs the SSA part and the CPA part to monitor bandwidth utilization and computing resource utilization and actively and continuously reduce the bandwidth utilization and computing resource utilization from a first level to a second level lower than the first level while ensuring the security of V2X communication.

[0004] In another aspect of the present disclosure, the first control logic further includes control logic for obtaining vehicle telematics information from sensors, the vehicle telematics information including speed, location, altitude, bandwidth utilization, computing resource utilization, the sensors including: sensors disposed on one or more sending vehicles and one or more receiving vehicles. The first control logic further includes control logic for obtaining traffic information, road condition and road surface information, weather information, and location information from sensors, the sensors including: sensors on infrastructure, the infrastructure including global positioning system (GPS) satellites, cellular towers, and traffic signal devices.

[0005] In another aspect of the present disclosure, the second control logic also includes control logic for identifying conventional V2X messages, which include: vehicle heading, vehicle speed, vehicle position and vehicle height; and control logic for identifying intermediate V2X messages, which include messages from autonomous driving applications (including advanced driver assistance system (ADAS) communications).

[0006] In yet another aspect of the present disclosure, conventional V2X messages are sent and received at a regular and periodic standard message interval, and intermediate messages are sent and received at a frequency higher than the standard message interval.

[0007] In another aspect of the present disclosure, the second control logic also includes control logic for securely signing regular V2X messages, and control logic for selectively signing intermediate V2X messages in the following manner: tracking the behavior of the sending vehicle and the receiving vehicle by actively and continuously monitoring the intermediate V2X messages, and when it is determined that drastic dynamic changes are occurring or special commands have been sent, securely signing the intermediate V2X messages corresponding to the drastic dynamic changes or special commands.

[0008] In yet another aspect of the present disclosure, the second control logic further includes control logic that causes the receiving vehicle to track and generate a prediction of the transmitting vehicle since receiving the previously securely signed V2X message. Upon receiving an unprotected V2X message, the second control logic verifies information contained in the unprotected V2X message by comparing the information in the unprotected V2X message to the prediction, and upon determining that the unprotected V2X message matches the prediction, the second control logic increases a confidence level from a first level to a second level greater than the first level. The confidence level defines an Automotive Safety Integrity Level (ASIL) rating. The receiving vehicle signs and protects unprotected V2X messages having an ASIL rating greater than or equal to a threshold ASIL level.

[0009] In another aspect of the present disclosure, the baseline threshold ASIL level is ASIL-B; the threshold ASIL level is selectively modified based on vehicle information about the sending vehicle and the receiving vehicle and environmental information, the environmental information including: traffic information, road conditions and road surface information, weather information and location information.

[0010] In another aspect of the present disclosure, the third control logic also includes control logic that causes the receiving vehicle to buffer unsigned intermediate V2X messages received between a signed conventional V2X message and a signed subsequent conventional V2X message; and control logic that causes the sending vehicle to append a hash value (hash) of each V2X message to a subsequent V2X message within the interval between the signed conventional V2X message and the signed subsequent conventional V2X message.

[0011] In another aspect of the present disclosure, the third control logic also includes control logic for verifying the unsigned intermediate V2X message based on the valid signature of the subsequent regular V2X message and the hash value of the signed subsequent regular V2X message; and control logic for batch authenticating one or more unsigned V2X messages within the interval through the hash value of the signed subsequent regular V2X message.

[0012] In another aspect of the present disclosure, when the receiving vehicle is operating, the EVSC actively and continuously operates; and the SSA part and the CPA part selectively operate to actively and continuously reduce the bandwidth utilization and computing resource utilization from a first level to a second level in the following manner: when the number of V2X messages sent and received within a predetermined time period is less than or equal to a predetermined threshold number, the control logic is executed to operate the SSA; and when the number of V2X messages sent and received within a predetermined time period is greater than a predetermined threshold number, the control logic is executed to operate the CPA.

[0013] In another aspect of the present disclosure, when the receiving vehicle is operating, the EVSC actively and continuously operates; and the SSA part and the CPA part selectively operate to actively and continuously reduce bandwidth utilization and computing resource utilization from a first level to a second level by: executing control logic to operate the SSA part to manage V2X messages that are identified as urgent by the ASIL level of the V2X messages sent and received within a predefined time period; and executing control logic to operate the CPA part to manage V2X messages that are identified as non-urgent by the ASIL level of the V2X messages sent and received within a predefined time period.

[0014] According to several other aspects of the present disclosure, a method for improving the efficiency of vehicle-to-everything (V2X) streaming communications includes capturing vehicle information about one or more sending vehicles and one or more receiving vehicles via one or more sensors, and capturing environmental information about the environment of the one or more sending vehicles and the one or more receiving vehicles. Each of the one or more sending vehicles and the one or more receiving vehicles has a controller, the controller including a processor, a memory, and one or more input / output (I / O) ports. The I / O port communicates with the one or more sensors. The memory stores programmed control logic. The processor executes the programmed control logic, which includes an application for improving V2X streaming communications (EVSC). The EVSC includes control logic for: obtaining transmitting vehicle and receiving vehicle information and environmental information from one or more sensors, adopting a sparse signature method (SSA) portion of the EVSC, adopting a chained packet method (CPA) portion of the EVSC, and actively and continuously adopting the SSA portion and the CPA portion of the EVSC to monitor bandwidth utilization and computing resource utilization and actively and continuously reduce the bandwidth utilization and computing resource utilization from a first level to a second level lower than the first level while ensuring the security of V2X communication.

[0015] In another aspect of the present disclosure, the method also includes obtaining vehicle telematics information from sensors, the vehicle telematics information including speed, location, altitude, bandwidth utilization, computing resource utilization, the sensors including: sensors installed on one or more sending vehicles and one or more receiving vehicles, and obtaining traffic information, road condition and road surface information, weather information and location information from the sensors, the sensors including: sensors on infrastructure, the infrastructure including global positioning system (GPS) satellites, cellular towers and traffic signal devices.

[0016] In another aspect of the present disclosure, the method also includes identifying regular V2X messages, the regular V2X messages including: vehicle heading, vehicle speed, vehicle position and vehicle altitude, identifying intermediate V2X messages, the intermediate V2X messages including messages from autonomous driving applications (including advanced driver assistance system (ADAS) communications), and sending and receiving regular V2X messages at regular and periodic standard message intervals, and sending and receiving intermediate V2X messages at a frequency higher than the standard message interval.

[0017] In another aspect of the present disclosure, the method also includes securely signing regular V2X messages and selectively securely signing intermediate V2X messages in the following manner: tracking the behavior of the sending vehicle and the receiving vehicle by actively and continuously monitoring the intermediate V2X messages; and when it is determined that a drastic dynamic change has occurred or a special command has been sent, securely signing the intermediate V2X messages corresponding to the drastic dynamic change or the special command.

[0018] In another aspect of the present disclosure, the method further includes causing the receiving vehicle to track and generate a prediction of the transmitting vehicle since receiving a previously securely signed V2X message. Upon receiving an unprotected V2X message, the method verifies the information contained in the unprotected V2X message by comparing the information in the unprotected V2X message with the prediction. Upon determining that the unprotected V2X message matches the prediction, the method increases the confidence level from a first level to a second level greater than the first level, and wherein the confidence level defines an automotive safety integrity level (ASIL) level, and wherein the receiving vehicle signs and protects unprotected V2X messages having an ASIL level greater than or equal to a threshold ASIL level. The baseline threshold ASIL level is ASIL-B. The method further includes selectively modifying the threshold ASIL level based on vehicle information about the transmitting vehicle and the receiving vehicle and environmental information, the environmental information including: traffic information, road conditions and road surface information, weather information, and location information.

[0019] In another aspect of the present disclosure, the method further includes causing the receiving vehicle to buffer unsigned intermediate V2X messages received between a signed conventional V2X message and a signed subsequent conventional V2X message; and causing the sending vehicle to append a hash value of each V2X message to a subsequent V2X message within an interval between the signed conventional V2X message and the signed subsequent conventional V2X message. The method further includes verifying the unsigned intermediate V2X message based on a valid signature of the subsequent conventional V2X message and a hash value of the signed subsequent conventional V2X message, and batch authenticating the one or more unsigned V2X messages within the interval by the hash value of the signed subsequent conventional V2X message.

[0020] In another aspect of the present disclosure, the method also includes actively and continuously operating the EVSC when the receiving vehicle is operating; and selectively operating the SSA part and the CPA part to actively and continuously reduce the bandwidth utilization and computing resource utilization from a first level to a second level in the following manner: executing SSA when the number of V2X messages sent and received within a predetermined time is less than or equal to a predetermined threshold number; and executing CPA when the number of V2X messages sent and received within a predetermined time period is greater than a predetermined threshold number.

[0021] In another aspect of the present disclosure, the method also includes actively and continuously operating the EVSC when the receiving vehicle is operating; and selectively operating the SSA part and the CPA part to actively and continuously reduce the bandwidth utilization and computing resource utilization from a first level to a second level by: executing the SSA part to manage V2X messages that are identified as urgent by the ASIL level of the V2X messages sent and received within a predefined time period; and executing the CPA part to manage V2X messages that are identified as non-urgent by the ASIL level of the V2X messages sent and received within a predefined time period.

[0022] In several additional aspects of the present disclosure, a method for improving the efficiency of vehicle-to-everything (V2X) streaming communications includes capturing vehicle information about one or more sending vehicles and one or more receiving vehicles via one or more sensors, and capturing environmental information about the environment of the one or more sending vehicles and one or more receiving vehicles. Each of the one or more sending vehicles and the one or more receiving vehicles has a controller. The controller includes a processor, a memory, and one or more input / output (I / O) ports. The I / O port communicates with one or more sensors. The memory stores programmed control logic. The processor executes the programmed control logic, which includes an application for improving V2X streaming communications (EVSC). The EVSC includes control logic for obtaining vehicle telematics information from one or more sensors, the vehicle telematics information including speed, location, altitude, bandwidth utilization, and computing resource utilization from the sensors, and the sensors include: sensors set on one or more sending vehicles and one or more receiving vehicles. The EVSC also includes control logic for obtaining traffic information, road condition and road surface information, weather information, and location information from sensors, including sensors on infrastructure, including global positioning system (GPS) satellites, cellular towers, and traffic signal devices. The EVSC also includes control logic for using a sparse signature method (SSA) portion of the EVSC, including: identifying regular V2X messages, which include: vehicle heading, vehicle speed, vehicle location, and vehicle height; identifying intermediate V2X messages, which include messages from autonomous driving applications (including advanced driver assistance system (ADAS) communications); sending and receiving regular V2X messages at regular and periodic standard message intervals, and sending and receiving intermediate V2X messages at a frequency higher than the standard message interval; securely signing regular V2X messages, and selectively securely signing intermediate V2X messages by actively and continuously monitoring intermediate V2X messages to track the behavior of sending and receiving vehicles. When it is determined that a dramatic dynamic change is occurring or a special command has been sent, the intermediate V2X message corresponding to the dramatic dynamic change or special command is securely signed, and the receiving vehicle is caused to track and generate a prediction of the transmitting vehicle since the previously securely signed V2X message was received. When an unprotected V2X message is received, the SSA portion of the EVSC verifies the information contained in the unprotected V2X message by comparing the information in the unprotected V2X message with the prediction. When it is determined that the unprotected V2X message matches the prediction, the SSA portion of the EVSC increases the confidence level from a first level to a second level greater than the first level. The confidence level defines an Automotive Safety Integrity Level (ASIL) level. The receiving vehicle signs and protects unprotected V2X messages with an ASIL level greater than or equal to a threshold ASIL level. The baseline threshold ASIL level is ASIL-B.The SSA portion of the EVSC also includes control logic for selectively modifying the threshold ASIL level based on vehicle information about the sending vehicle and the receiving vehicle and environmental information, the environmental information including: traffic information, road condition and road surface information, weather information, and location information. The EVSC also includes control logic for using the chained packet method (CPA) portion of the EVSC, including: control logic that causes the receiving vehicle to buffer the unsigned intermediate V2X messages received between the signed conventional V2X message and the signed subsequent conventional V2X message, and causes the sending vehicle to append the hash value of each V2X message to the subsequent V2X message within the interval between the signed conventional V2X message and the signed subsequent conventional V2X message. The CPA portion of the EVSC also includes control logic for verifying the unsigned intermediate V2X message based on the valid signature of the subsequent conventional V2X message and the hash value of the signed subsequent conventional V2X message, and for batch authenticating one or more unsigned V2X messages within the interval by the hash value of the signed subsequent conventional V2X message. The EVSC also includes control logic for actively and continuously employing the EVSC to monitor bandwidth utilization and computing resource utilization when the receiving vehicle is operating and actively and continuously reducing the bandwidth utilization and computing resource utilization while ensuring the security of V2X communication by: selectively operating the SSA part and the CPA part to actively and continuously reduce the bandwidth utilization and computing resource utilization from a first level to a second level less than the first level by: executing SSA when the number of V2X messages sent and received within a predetermined time period is less than or equal to a predetermined threshold number, and executing CPA when the number of V2X messages sent and received within the predetermined time period is greater than the predetermined threshold number. The EVSC also includes control logic for selectively running the SSA part and the CPA part to actively and continuously reduce bandwidth utilization and computing resource utilization from a first level to a second level by: executing the SSA part to manage V2X messages identified as urgent by the ASIL level of the V2X messages sent and received within a predefined time period; and executing the CPA part to manage V2X messages identified as non-urgent by the ASIL level of the V2X messages sent and received within a predefined time period.

[0023] Further areas of applicability will become apparent from the description provided herein.It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

[0025] Figure 1is a schematic diagram of a system for improving the efficiency of secure vehicle-to-everything (V2X) streaming communications according to an exemplary embodiment;

[0026] Figure 2 is a diagram of a series of V2X messages transmitted over time by a system for improving efficiency of secure V2X flow communications according to an exemplary embodiment;

[0027] Figure 3 is a diagram of a series of V2X messages sent during a single exemplary signing period of a system for improving efficiency of secure V2X flow communications according to an exemplary embodiment; and

[0028] Figure 4 is a flow chart describing a method for improving the efficiency of secure V2X flow communications according to an exemplary embodiment. DETAILED DESCRIPTION

[0029] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses.

[0030] refer to Figure 1 , a system 10 for improving the efficiency of secure vehicle-to-everything (V2X) streaming communications is shown in schematic form. The system 10 includes one or more vehicles 12, a backend or cloud computing server 14, and may also include infrastructure, such as one or more cellular towers 16, global positioning system (GPS) satellites 17, traffic signal devices (not specifically shown), etc. Although the vehicle 12 shown is a passenger car, the vehicle 12 can be any of a variety of vehicle 12 types without departing from the scope or intent of the present disclosure. The vehicle 12 can be any of a variety of vehicles, including cars, trucks, sport utility vehicles (SUVs), buses, semi-tractors, tractors used for agriculture or construction, etc., boats, aircraft such as airplanes or helicopters, etc. More specifically, the system 10 includes at least two vehicles 12, such as a receiving vehicle and one or more sending vehicles 12', 12".

[0031] The one or more vehicles 12, 12', 12" and the cloud computing server 14 each include one or more controllers 18. The controller 18 is a non-general purpose electronic control device having a pre-programmed digital computer or processor 20, a non-transitory computer readable medium or memory 22 for storing data such as control logic, software applications, instructions, computer code, data, look-up tables, etc., and a transceiver or input / output (I / O) port 24. Computer readable media include any type of media that can be accessed by a computer, such as read-only memory (ROM), random access memory (RAM), a hard drive, a compact disk (CD), a digital video disk (DVD), or any other type of Memory. The "non-transitory" computer-readable memory 22 does not include wired, wireless, optical or other communication links that transmit transient electrical signals or other signals. The non-transitory computer-readable memory 22 includes media that can permanently store data and media that can store and subsequently rewrite data, such as rewritable optical disks or erasable storage devices. Computer code includes any type of program code, including source code, object code, and executable code. The processor 20 is configured to execute code or instructions. In the vehicle 12, the controller 18 can be a dedicated Wi-Fi controller or an engine control module, a transmission control module, a body control module, an infotainment control module, etc. The I / O port 24 is configured to use the Wi-Fi protocol under IEEE 802.11x, cellular protocols such as Global System for Mobile Communications (GSM), Code Division Multiple Access (CDMA), Wireless Local Loop (WLL), General Packet Radio Service (GPRS), 1G, 2G, 3G, 4G Long Term Evolution (LTE), 5G, etc. for wireless communication.

[0032] The memory 22 may store one or more applications 26. An application 26 is a software program configured to perform a specific function or a set of functions. The application 26 may include one or more computer programs, software components, instruction sets, processes, functions, objects, classes, instances, related data, or a portion thereof suitable for implementation in a suitable computer-readable program code. The application 26 may be stored in the memory 22 of the onboard controller 18 in the vehicle 16, or in an additional or separate memory, such as in the memory 22 of a cloud computing device such as a cloud computing server 14. Examples of the application 26 include audio or video streaming services, games, browsers, social media, and applications 28 that improve the efficiency of secure V2X streaming communications. In the following, for simplicity and to increase clarity, the application 28 that improves the efficiency of V2X streaming communications is hereinafter referred to as an application (EVSC) 30 that improves the efficiency of V2X streaming communications.

[0033] The vehicle 12 obtains operational data from a variety of sources (including but not limited to one or more sensors 31 disposed on the vehicle 12) and captures vehicle 12 information, including vehicle 12 telematics information and communication information, such as vehicle 12 speed, vehicle 12 location information, vehicle 12 altitude, vehicle 12 communication bandwidth utilization information, vehicle 12 computing resource utilization information, etc. In a further example, the vehicle 12 obtains environmental data about the area surrounding one or more vehicles 12, such as traffic condition information, road condition and road surface information, weather information, etc., from a remote sensor 31 source such as an infrastructure sensor 31, including GPS satellites 17, cellular towers 16, traffic signal devices (not specifically shown), etc.

[0034] In many aspects, vehicle-to-everything (V2X) transmissions are becoming increasingly common in modern vehicles 12. Since the data sent and received via V2X transmissions often include data involving safety and security issues, V2X transmissions utilize standardized security protocols, such as under IEEE 1609.2. The Wireless Access in Vehicular Environment (WAVE) security service also supports the generation of protected data payloads, but protecting data payloads is often very time-consuming and computationally complex. While some types of messages, such as basic safety messages (BSMs), can easily utilize WAVE or the like because of the need to transmit up to 10 messages per second or transmit low-throughput data, other types of transmissions may require additional resources. In several aspects, BSMs and other such “regular” V2X messages may include a variety of data, including, but not limited to: vehicle 12 heading, vehicle 12 speed, vehicle 12 position information, vehicle 12 altitude, etc. The vehicle 12 receiving the conventional V2X message makes some assumptions about the motion of the sending vehicle 12', 12", such as the relative position, posture, motion, road handling state, or possible path of the sending vehicle 12', 12" relative to the receiving vehicle 12. In contrast, autonomous applications such as vehicles 12 equipped with advanced driver assistance systems (ADAS) can utilize significant computing and communication resources to generate large amounts of information and a large number of V2X messages for protection, which can result in extended latency and reduced performance.

[0035] Compared to existing solutions, the EVSC 30 reduces latency and improves performance by operating in at least two different ways that do not require changes to existing hardware. Therefore, the EVSC 30 does not need to utilize hardware with additional computing or data transmission capabilities relative to hardware currently present on the vehicle 12, 12', 12", within the cloud computing server 14, and / or within infrastructure such as cellular towers 16, traffic signal devices, etc. More specifically, the controller 18 executes the EVSC 30 with a sparse signing approach (SSA) 32 and a chained packet approach (CPA) 34.

[0036] Now turn Figure 2 And continue to refer to Figure 1 , the SSA 32 approach of the EVSC 30 is shown in more detail in a diagram of a V2X transmission. Along the X-axis is an exemplary time scale extending from 0 milliseconds to 700 milliseconds. The wide bars define V2X data packet transmissions to and from the vehicles 12, 12', 12", which include safety data. In several aspects, the wide bars of safety data define BSM 36 or BSM-like messages, which may or may not be transmitted at a lower frequency. In contrast, the narrow bars depict ADAS application 38 V2X data packets 40, and the curved trend line 42 defines the trajectory of the vehicle 12, 12', 12" dynamics. With the various data contained in the BSM 36, the BSM 36 data packets are transmitted securely. Typical BSM 36 packets are used in various onboard 12, 12', 12" and remotely stored and executed applications. BSM 36 packets are transmitted to surrounding vehicles 12', 12" with various data content for safety applications, ADAS functions, etc. at a standardized broadcast frequency that may vary but is typically ten (10) times per second or 10 Hz. The standard frequency for BSM 36 packet transmission is Figure 2 36 are represented by evenly spaced wide bars. In addition, the BSM 36 transmission is indicated as protected by the dark shading of the associated bar. By comparison, the light shading of most of the narrow bars indicates that the V2X data packets 40 of the ADAS application 38 are unprotected transmissions.

[0037] It should be appreciated that the ADAS applications 38 are computationally complex and generate and result in the transmission of large amounts of data. As such, to achieve their intended purpose, the ADAS application 38 V2X data packets 40 are transmitted at a frequency greater than 10 Hz so that the ADAS-equipped vehicle 12 can effectively perform real-time dynamic maneuvers when the ADAS-equipped vehicle 12 is operated. The increased frequency of the ADAS applications 38 is due to Figure 24. However, it should be noted that the ADAS applications 38 do generate safety-critical messages or data packets 40 that should be protected. However, due to the high frequency and high volume of such data, it is not Figure 2 All ADAS application 38 data packets 40 transmissions in the BSM 36 are protected because the system 10 may not be able to protect a large number of messages or may introduce unnecessary latency in doing so. In some examples, some or all of the content in frequency transmissions above 10 Hz may be lost or cannot be read and utilized by systems that are not capable of capturing such high frequency messages. Therefore, the EVSC 30 utilizes the SSA 32 and CPA 34 to properly capture, read and utilize the data incorporated into the high frequency messages distributed between the BSMs 36.

[0038] Specifically, the sending vehicle 12', 12" utilizes the SSA 32 portion of the EVSC 30 to identify standard (i.e., BSM 36) and intermediate message intervals based on autonomous driving or ADAS application 38 data packet 40 transmissions. The sending vehicle 12', 12" then tracks the behavior between standard messages. The sending vehicle 12', 12" then identifies events in which the intermediate messages should be protected. In some examples, the SSA 32 determines that the intermediate message should be protected in a high dynamic situation 41 where the sending vehicle 12', 12" is commanding or executing a drastic dynamic change, such as full throttle acceleration, high braking force deceleration, sudden lane change, etc. In a further example, the intermediate message 41 should be protected when the intermediate message defines a special command to other vehicles 12 (e.g., a following vehicle 12). Other types of intermediate messages 41 not specifically defined herein may also be protected for various purposes without departing from the scope or intent of the present disclosure.

[0039] The receiving vehicle 12 utilizes the EVSC 30 to track and predict changes in the sending vehicle 12', 12" information since receiving a previously securely signed or protected V2X message. When an unprotected message is received, the receiving vehicle 12 verifies the information based on the prediction from the previous time step. Then, when the subsequently received protected data from the sending vehicle 12', 12" closely matches the prediction of the receiving vehicle 12, the receiving vehicle 12 increases the confidence level of the unprotected data from a first level to a second level that is greater than the first level. In order to determine whether the prediction closely matches the protected data from the sending vehicle 12', 12", a metric may be defined to measure the distance between the predicted state and the actual state. The metric is a weighted sum of components including, but not limited to: the percentage difference between the predicted speed and the actual speed, the predicted acceleration and the actual acceleration, the predicted path and the actual path, etc. The percentage difference between the predicted path and the actual path may be calculated as a ratio of the area between the predicted path and the actual path to the area of ​​the portion of the road that the vehicle 12 traveled during the measurement period 48. When the confidence level is below a predefined threshold, the receiving vehicle 12 does not utilize the data from the unprotected message or data packet. It should be appreciated that the predefined threshold may vary depending on the application, etc. In some examples, the threshold may be defined as an Automotive Safety Integrity Level (ASIL) rating. The ASIL ratings determined by ISO 26262 are defined as A, B, C, and D ratings, where ASIL A represents the lowest level of automotive hazard and ASIL D represents the lowest level of automotive hazard. D represents the highest degree of automotive hazard. For example, systems such as airbags, anti-lock brakes, and power steering systems typically require an ASIL-D rating, which confers the highest level of safety assurance because the risks associated with such systems are considered to be the highest. In contrast, components such as taillights typically only require an ASIL-A rating, while headlights and brake lights typically require an ASIL-B rating, and normal (i.e., non-ADAS) cruise control systems are ASIL-C rated. It should be understood that the ASIL-A to ASIL-D ratings of the exemplary systems described above may vary without departing from the scope or intent of the present disclosure.

[0040] In several aspects, the SSA 32 portion of the EVSC 30 may utilize static rules to determine which data transmissions or data packets received from the sending vehicle 12 ′, 12 ″ should be signed. For example, transmissions or data packets having an ASIL level greater than or equal to a predetermined threshold confidence value of ASIL-B must be signed, while transmissions or data packets having an ASIL level less than ASIL-B should not be signed. In other examples, the SSA 32 portion of the EVSC 30 may utilize dynamic, flexible rules that take into account context before determining whether a data packet should be signed. For example, when the receiving vehicle 12 and the sending vehicle 12 ′, 12 ″ are located on a major road or highway during rush hour of the day, then all data packets may be assigned a level greater than or equal to ASIL-B. In contrast, when the receiving vehicle 12 and the sending vehicle 12 ′, 12 ″ are on the same road segment or road or highway during off-peak hours of the day, the dynamic, flexible rules can be relaxed by signing only the most critical data packets, i.e., data packets rated greater than or equal to ASIL C or D depending on the situation. By signing only a subset of transmitted or received data packets, the frequency of data packets being signed by the initiating safety service is significantly reduced. In the example of data transmission or data packet definition ADAS application 38, the frequency of data packet 40 transmission can reach or exceed 100 Hz. Therefore, even if the system 10 is able to sign every data packet sent, the amount of time required to sign each data packet will result in increased transmission latency. Therefore, the SSA 32 portion of the EVSC 30 reduces transmission latency by signing only a subset of transmitted and received data packets, while ensuring that the performance of the receiving vehicle 12 is not affected by unprotected messages or data packets.

[0041] Now turn Figure 3 And continue to refer to Figure 1 and Figure 2, the CPA method 34 is shown in more detail as a series of signed data packets 44 and a series of unsigned data packets 46. The signed data packets 44 are directly or explicitly authenticated, while the unsigned data packets 46 are indirectly or implicitly authenticated. Using the CPA method 34, the EVSC 30 causes the receiving vehicle 12 to receive the signed data packets 44 and the unsigned data packets 46 and store the data packets in a buffer in the memory 22 of the controller 18. More specifically, the EVSC 30 expects the signed data packets 44 to arrive in a predetermined, periodic manner, such as once every 100 milliseconds or at a frequency of 10 Hz. Between the signed data packets 44, multiple unsigned data packets 46 may be received. When a subsequent signed data packet 44' is received, the EVSC 30 verifies the previous unsigned data packet 46 in a batch process based on the valid signature or certificate of the subsequent signed data packet 44'. By verifying the preceding unsigned data packet 46 only upon receipt of a subsequent signed data packet 44', the potential loss of an intermediate unsigned data packet 46 (i.e., an unsigned data packet 46 that should have been received but was not received during the interval between the signed data packet 44 and the subsequent signed data packet 44') does not affect the ability of the EVSC 30 to verify all signed data packets 44 or unsigned data packets 46 preceding the subsequent signed data packet 44'.

[0042] More specifically, the first signed data packet 44 (or SigPac j-1 ) defines the end of the previous signature cycle (not specifically shown), and from the data packet P i-w The beginning of the signature cycle or interval 48 begins. Upon receipt of a subsequent signed data packet 44' (or SigPac i ), the intermediate unsigned packet 46 (or ) is received by the system 10. Figure 3 As shown, the middle unsigned packet 46P i The loss of will not affect the signature verification of other unsigned packets 46, because the i The hash value H(P j-l ) can be recovered from the data contained in the other unsigned data packets 46. That is, each hash value H(P j-l ) is embedded in P j-l and P j-1 in a subset of packets between .

[0043] In several aspects, the CPA 34 method enables the sending vehicle 12', 12" to send a data packet P iThe hash value of is appended to d subsequent packets. The location of the subsequent unsigned packets 46 may be static or randomized by a seed value shared with the receiving vehicle 12. The seed value may change randomly, periodically, etc. In some examples, the seed value may be based on a date or timestamp. The seeded hash function may then be used to determine where to store the packet P i The index of the jth packet of the hash value of . In equation form, this can be expressed as:

[0044] 1.Loc i，j =H(seed, i)[j], 1≤j≤d

[0045] The hash value is then appended to a plurality of subsequent unsigned packets 46 to enable signature verification even if one or more of the subsequent unsigned packets 46 are lost 47. The hash value of the subsequent unsigned packet 46 is in turn appended to other subsequent unsigned packets 46 and ultimately to the subsequent signed packet 44'. As a result, the subsequent signed packet 44' allows the EVSC 30 to utilize the CPA 34 method to batch authenticate messages or packets within a signature period or window.

[0046] In several aspects, the signature verification process can be further described as a series of sequential steps starting with the verification of the signed data packet 44'. When the signature on the signed data packet 44' is valid, the signature verification of other data packets 44 in the signature cycle 48 proceeds as follows. For each hash value H(P j-l ), the CPA34 method of the EVSC 30 enables the controller 18 to verify the hash value H(P j-l ) and the corresponding buffered data packet P j-l For each hash value H(P i-k ), the CPA 34 method of the EVSC 30 causes the controller 18 to verify the hash value H(P) in the unsigned data packet 46 i-k ) and the corresponding buffered data packet P i-k The hash verification process is repeated recursively and continuously until the signature cycle 48 or the first unsigned data packet P in the window is reached. i-w, or until a signed packet 44′ of a previous signing cycle (not specifically shown) is reached. In some aspects, the index of the linked packets (if not static), defines a regeneration random walk. In addition, due to the redundancy introduced in the hash verification process, the same unsigned packet 46 is referenced by its hash value in multiple other unsigned packets 46. However, despite the redundancy, the signed packets 44, 44′ and the unsigned packet 46 are only verified once. In another embodiment, the signed packet 44 can be referenced by its hash value in multiple unsigned packets 46 in the immediately following signing cycle 48.

[0047] In several aspects, the EVSC 30 may actively and continuously utilize one, the other, or both of the SSA 32 and the CPA 34 to manage V2X flow authentication. That is, the EVSC 30 monitors bandwidth utilization, computing resource utilization, and determines which of the SSA 32 and the CPA 34 is more efficient in managing the consumption of bandwidth and computing resources. Before transitioning to using the CPA 34, the EVSC 30 may also adjust the manner in which the SSA 32 is utilized by adjusting or increasing the ASIL threshold being used within predefined limits based on current traffic. However, in some examples, the system 10 may first turn to the CPA 34 before switching to or using the SSA 32, depending on the vehicle 12 traffic determined by the number of V2X messages being sent and received, etc. In some aspects, the SSA 32 has advantages over the CPA 34 approach because the SSA 32 does not need to buffer messages as is the case in the CPA 34 approach. However, when the number of V2X messages being sent and received is greater than a predetermined threshold, the EVSC 30 will switch to using the CPA 34 method, and when the number of V2X messages subsequently decreases, the EVSC 30 reverts to the SSA 32. In a further example, the EVSC 30 may utilize the SSA 32 and CPA 34 methods in parallel, using the SSA 32 method for messages that are identified as urgent or safety-critical and should not be delayed until the end of the signing period 48, and using the CPA 34 method for messages that are identified as non-urgent. That is, when a message is a non-safety-critical or non-urgent message, the non-safety-critical, non-urgent message remains unprotected.

[0048] In the above, it should be understood that although the transmitter has been identified as a transmitting vehicle 12', 12", the transmitter need not be the vehicle 12. That is, the V2X message may originate from infrastructure, such as a traffic signal device, a vehicle 12, a satellite 17, etc. without departing from the scope or intent of the present disclosure. Likewise, the receiver has been described as a receiving vehicle 12, however the receiver need not be the vehicle 12. The V2X message may also be received by the vehicle 12, the satellite 17, infrastructure such as a traffic signal device, etc.

[0049] Now turn Figure 4 , a method 200 for efficient V2X flow authentication is shown in flowchart form. The method 200 starts at box 202. At box 204, the system 10 captures vehicle 12 telematics information about one or more sending vehicles 12', 12" and one or more receiving vehicles 12 via one or more sensors 31, including speed, location, altitude, bandwidth utilization, computing resource utilization information, etc. The system 10 also captures environmental information about the area around at least the receiving vehicle 12 by obtaining traffic information, road condition and road surface information, weather information, and location information from sensors 31 on infrastructure including global positioning system (GPS) satellites 17, cellular towers 16, and / or traffic signal devices.

[0050] At box 204, the method employs the EVSC 30. At box 206, the EVSC 30 employs the SSA portion 32 to identify regular V2X messages, which include vehicle heading, vehicle speed, vehicle position, and vehicle altitude, and to identify intermediate V2X messages, which include messages from autonomous driving applications, including advanced driver assistance system (ADAS) communications. At box 208, the SSA portion 32 securely signs the regular V2X messages. At box 210, the SSA portion 32 determines whether the intermediate V2X messages should be signed. More specifically, at box 210, the SSA portion 32 tracks the behavior of the sending vehicle 12', 12" and the receiving vehicle 12, and continuously monitors the intermediate V2X message to determine whether a drastic dynamic change or a special command has occurred. At box 212, when it is determined that a drastic dynamic change or a special command has occurred, the SSA portion 32 securely signs the intermediate V2X message corresponding to the drastic dynamic change or the special command. In contrast, at box 214, when it is determined that no drastic change or special command has occurred, the SSA portion 32 does not sign the intermediate V2X message.

[0051] At box 216, the SSA portion 32 tracks and generates a prediction of the transmitting vehicle 12', 12" since receiving the previously securely signed V2X message. At box 218, when an unprotected V2X message is received, the SSA portion 32 compares the information contained in the unprotected V2X message to the prediction.

[0052] At box 220, the SSA portion determines whether the unprotected V2X message matches the prediction. At box 222, when it is determined that the unprotected V2X message matches the prediction, the SSA portion 32 increases the confidence level from a first level to a second level greater than the first level, and as the confidence level or trust in the sending vehicle 12', 12" increases, the receiving vehicle can relax the safety requirements for messages received from the sending vehicle 12', 12" that sent the message with the increased confidence level. For example, the SSA portion 32 can lower the threshold ASIL level to only require signatures of messages rated ASIL C and above, etc., instead of requiring signatures of V2X messages rated greater than or equal to a threshold ASIL level such as ASIL-B. In contrast, at box 224, when the unprotected V2X message does not closely match the prediction, the SSA portion 32 does not increase the confidence level.

[0053] At box 226, the threshold ASIL level is dynamically and continuously modified based on vehicle information about the sending vehicle 12', 12" and the receiving vehicle 12 and environmental information, including: traffic information, road condition and road surface information, weather information, and location information.

[0054] At box 228, which may be performed simultaneously and / or sequentially with the SSA portion 32 at box 204, the method 200 employs the CPA portion 34. At box 230, the CPA portion 34 buffers unsigned intermediate V2X messages received between the signed conventional V2X message and the signed subsequent conventional V2X message. At box 232, the transmitting vehicle 12', 12" appends a hash value of each V2X message to the subsequent V2X message within a signature period or interval 48 between the signed conventional V2X message and the signed subsequent conventional V2X message. At box 234, the CPA portion 34 verifies the unsigned intermediate V2X message based on a valid signature of the subsequent conventional V2X message and the hash value of the signed subsequent conventional V2X message. At box 236, the CPA portion 34 batch authenticates one or more unsigned V2X messages within the interval via the hash value embedded in the signed subsequent conventional V2X message.

[0055] At block 238, the method 200 ends and returns to block 202, where the method 200 is run again. It should be understood that the method 200 may be run continuously, iteratively, recursively, etc. without departing from the scope or intent of the present disclosure. Furthermore, it should be appreciated that the method 200 actively and continuously employs the EVSC 30 to monitor bandwidth utilization and computing resource utilization while the receiving vehicle is operating, and actively and continuously reduces bandwidth utilization and computing resource utilization while ensuring the security of V2X communications between the sending vehicle 12', 12" and the receiving vehicle 12'. Specifically, the method 200 may perform the SSA portion 32 and the CPA portion 34 individually, simultaneously, or in a manner that dynamically uses the SSA portion 32 and the CPA portion 34 to adjust the number of V2X messages sent and received within a predefined time period. In another embodiment, the method described herein may also be used to protect communications between a vehicle 12 and a roadside unit, between multiple roadside units, and the like. For example, the method described herein may be used to protect communications of safety-critical information about road traffic, road construction work, road congestion, and the like between roadside unit infrastructure components (instead of or in addition to the vehicle 12 with which the roadside unit may communicate).

[0056] The disclosed systems and methods for efficient V2X flow authentication have multiple advantages. These advantages include improving efficiency by reducing the utilization of computing resources and network bandwidth. In some examples, efficiency can be further improved by limiting the verification of signed data packets 44, 44' and unsigned data packets 46 that carry safety-critical information (i.e., information with an ASIL level greater than or equal to a predetermined threshold). In addition, in order to reduce the utilization of memory 22 during the buffering process, the duration of the signature cycle 48 can be varied from 100 milliseconds to other durations, such as 25 milliseconds, 50 milliseconds, etc. In another example, the buffering process can be made more efficient by limiting how far back the EVSC 30 and CPA 34 methods can look to find the last received signed data packet 44. In other aspects, the random position of the data packet hash value reduces the possibility of losing all duplicate hash values ​​and saves the data packet P iThe inclusion of hash values ​​in multiple packets mitigates the possibility of packet loss, which might otherwise prevent authentication of the i-th packet. Additionally, packets may be batch authenticated via the EVSC 30 and CPA 34 without increasing the number of signatures required or the frequency of signed packets 44, 44'. Packet chaining utilizing the CPA34 method has additional advantages, such as maintaining or even improving bandwidth efficiency by using truncated hash values. Similarly, computational overhead on behalf of the sending vehicle 12', 12" is minimized because the same hash information is buffered and appended to subsequent packets transmitted. Similarly, computational overhead on behalf of the receiving vehicle 12 is minimized because, despite duplicate hash values, the packet is verified once and only a single signature is used. Memory 22 utilization is also reduced by limiting the signature period 48s to a predetermined length or limiting verification to only safety-critical messages. By using the CPA34 method, V2X communications may be efficiently implemented without requiring additional or new hardware or significant changes to the V2X communication mode.

[0057] The description of the present disclosure is merely exemplary in nature, and variations that do not depart from the gist of the present disclosure are intended to fall within the scope of the present disclosure. Such variations should not be regarded as departing from the spirit and scope of the present disclosure.

Claims

1. A system for improving the efficiency of vehicle-to-everything (V2X) streaming communications, comprising: one or more sending vehicles and one or more receiving vehicles; one or more sensors that capture vehicle information about a sending vehicle and a receiving vehicle and capture environmental information about an environment of the one or more sending vehicles and the one or more receiving vehicles; and Each of the one or more sending vehicles and the one or more receiving vehicles has a controller, the controller includes a processor, a memory and one or more input / output I / O ports, the I / O ports communicate with the one or more sensors; the memory stores programmed control logic; the processor executes the programmed control logic; the programmed control logic includes an application for improving the V2X streaming communication EVSC, the EVSC includes: a first control logic for obtaining the sending vehicle and the receiving vehicle information and the environment information from the one or more sensors; A second control logic for adopting a sparse signature method SSA portion of the EVSC; A third control logic for adopting a chained packet method CPA portion of the EVSC; and and a fourth control logic for actively and continuously employing the SSA portion and the CPA portion to monitor bandwidth utilization and computing resource utilization and actively and continuously reducing the bandwidth utilization and computing resource utilization from a first level to a second level lower than the first level while ensuring the security of V2X communication.

2. The system according to claim 1, wherein: The first control logic further includes: obtaining vehicle telematics information from sensors, the vehicle telematics information including speed, location, altitude, bandwidth utilization, and computing resource utilization, the sensors comprising: sensors disposed on the one or more sending vehicles and the one or more receiving vehicles; and Traffic information, road condition and road surface information, weather information, and location information are obtained from sensors, including sensors on infrastructure, including global positioning system GPS satellites, cellular towers, and traffic signal devices.

3. The system according to claim 2, wherein: The second control logic further includes: identifying conventional V2X messages, the conventional V2X messages including: vehicle heading, vehicle speed, vehicle position, and vehicle altitude; and An intermediate V2X message is identified, the intermediate V2X message comprising: a message from an autonomous driving application, the autonomous driving application comprising an advanced driver assistance system (ADAS) communication.

4. The system according to claim 3, wherein: Conventional V2X messages are sent and received at a regular and periodic standard message interval, wherein intermediate messages are sent and received at a frequency higher than the standard message interval.

5. The system according to claim 3, further comprising: Securely sign regular V2X messages; as well as Optionally sign intermediate V2X messages by: Tracking the behavior of the sending vehicle and the receiving vehicle by actively and continuously monitoring the intermediate V2X messages; and When it is determined that a drastic dynamic change is occurring or a special command has been sent, an intermediate V2X message corresponding to the drastic dynamic change or the special command is securely signed.

6. The system according to claim 3, wherein: The second control logic further includes: control logic that causes the receiving vehicle to track and generate a prediction of the transmitting vehicle since receipt of a previously securely signed V2X message; upon receiving an unprotected V2X message, verifying information contained in the unprotected V2X message by comparing the information in the unprotected V2X message with the prediction; and Upon determining that the unprotected V2X message matches the prediction, increasing the confidence level from a first level to a second level greater than the first level, wherein the confidence level defines an automotive safety integrity level (ASIL) level, and wherein the receiving vehicle signs and protects the unprotected V2X message having an ASIL level greater than or equal to a threshold ASIL level.

7. The system according to claim 6, wherein: The baseline threshold ASIL level is ASIL-B; the threshold ASIL level is selectively modified based on vehicle information of the sending vehicle and the receiving vehicle and environmental information, wherein the environmental information includes: traffic information, road condition and road surface information, weather information and location information.

8. The system according to claim 3, wherein: The third control logic further includes: control logic to cause the receiving vehicle to buffer an unsigned intermediate V2X message received between a signed conventional V2X message and a signed subsequent conventional V2X message; and Control logic so that the transmitting vehicle appends the hash value of each V2X message to the subsequent V2X message in the interval between the signed regular V2X message and the signed subsequent regular V2X message.

9. The system according to claim 8, further comprising: control logic to verify the unsigned intermediate V2X message based on a valid signature of the subsequent regular V2X message and a hash value of the signed subsequent regular V2X message; as well as One or more unsigned V2X messages are batch authenticated within the interval by hash values ​​of the signed subsequent regular V2X messages.

10. The system according to claim 2, wherein: The EVSC actively and continuously operates when the receiving vehicle is operating; and wherein the SSA portion and the CPA portion selectively operate to actively and continuously reduce bandwidth utilization and computing resource utilization from the first level to the second level by: When the number of V2X messages sent and received within a predetermined time period is less than or equal to a predetermined threshold number, executing control logic to operate the SSA; and When the number of V2X messages sent and received within the predetermined time period is greater than the predetermined threshold number, control logic is executed to operate the CPA.

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