Lorenzo Trombin

🚗🔧 What is UDS in Automotive — and Why is it Essential? In modern vehicles, Unified Diagnostic Services (UDS) is the go-to protocol for diagnostics and ECU communication. Defined under ISO 14229, UDS allows us to interact with Electronic Control Units (ECUs) for functions like troubleshooting, software flashing, security access, and much more. 🧠 Why is UDS so important? 👉 Universal Communication UDS provides a standardized diagnostic interface across different ECUs and OEMs, making it easier to develop, validate, and maintain systems. 👉 Read & Clear DTCs It helps retrieve Diagnostic Trouble Codes, clear them, and monitor live data — crucial for keeping vehicles safe and performing efficiently. 👉 Flash & Update ECUs UDS enables firmware updates and reprogramming ECUs either in the workshop or remotely (OTA). 👉 Security Mechanisms With access levels and security unlocks, UDS ensures that only authorized tools or users can perform sensitive actions like coding or flashing. 👉 Supports Various Transports Though commonly used over CAN (ISO-TP), UDS can also run on Ethernet (DoIP) or FlexRay, adapting to newer vehicle architectures. 🛠️ Whether you're in validation, embedded software, after-sales diagnostics, or cybersecurity — UDS is a core piece of automotive innovation. #Automotive #UDS #VehicleDiagnostics #ISO14229 #CAN #ECU #EmbeddedSystems #AutomotiveSoftware #DoIP #Autosar #FunctionalTesting #Engineering

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🔍 Explaining the Difference Between Classic AUTOSAR and Adaptive AUTOSAR 🚗💡 Classic AUTOSAR 🛠️ Designed For: 👉 Resource-constrained ECUs – Perfect for systems with limited processing power 👉 Real-time, deterministic operations – Ideal for safety-critical control tasks 📌 Key Characteristics: ✨ Static configuration – Software components are defined at design time ✨ Embedded focus – Optimized for systems with strict timing constraints ✨ Standardized modules – Provides a common framework for OS, communication stacks, and basic services Adaptive AUTOSAR 🚀 Designed For: 👉 High-performance computing – Targets complex applications like autonomous driving, infotainment, and ADAS 👉 Dynamic, flexible environments – Supports runtime updates and reconfigurable software components 📌 Key Characteristics: ✨ Dynamic configuration – Enables runtime adaptability and a service-oriented architecture ✨ Modern hardware support – Leverages multi-core processors and Linux-based systems ✨ Over-the-air (OTA) updates – Facilitates continuous improvement and evolution of vehicle software Both platforms serve distinct roles in automotive design: 💥 Classic AUTOSAR excels in fixed, real-time control applications 💥 Adaptive AUTOSAR is tailored for dynamic, compute-intensive tasks that require flexibility and scalability 💬 Which platform are you most excited about, and how is your organization leveraging it? Let’s discuss this in the comments! #AUTOSAR #ClassicAUTOSAR #AdaptiveAUTOSAR #AutomotiveSoftware #EmbeddedSystems #ADAS #AutomotiveEngineering #Innovation #SoftwareArchitecture #ConnectedCars #DigitalTransformation 🚗💻 #ChetanShidling #CSElectricalAndElectronics #Electronics #EEE

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🔐 UDS Service 0x27 vs. 0x29 – Old Guard vs. Modern Security in Automotive Diagnostics One of the most common questions I get in AUTOSAR & Diagnostics discussions is: 👉 “What’s the difference between Security Access (0x27) and Authentication (0x29)?” Both are about vehicle security, but their purpose and strength are worlds apart. Let’s break it down. ⸻ 🔑 Service 0x27 – Security Access (Seed & Key) This is the classic security method you’ll find in most vehicles today. • 🎯 Goal: Unlock an ECU for protected operations (e.g., flashing, WriteDataByIdentifier 0x2E, RoutineControl 0x31). • ⚙️ How it works: 1. Tester requests a seed. 2. ECU sends a random seed. 3. Tester applies a secret OEM algorithm → generates key. 4. ECU verifies → if correct, access granted. • 🔒 Crypto: Symmetric (shared secret algorithm). • ⚠️ Weakness: Once the algorithm leaks (firmware reverse-engineering), anyone can generate valid keys. Analogy: 🕺 A bouncer asking for a secret handshake before letting you in. ⸻ 🔒 Service 0x29 – Authentication (PKI-Based, Modern) Introduced in ISO 14229-1:2020, and now a key part of UNECE R155/R156 cybersecurity compliance. • 🎯 Goal: Verify the identity of the tester before granting access. • ⚙️ How it works: 1. Tester & ECU exchange supported methods (ACR – Authentication Configuration Record). 2. ECU sends a cryptographic challenge (nonce, APCE). 3. Tester signs the nonce with its private key and sends signature + certificate. 4. ECU verifies certificate chain, extracts public key, checks signature. • 🔐 Crypto: Asymmetric (RSA/ECDSA, PKI certificates). • ✅ Strength: Secure against replay/MITM. Breaking it requires cracking strong cryptography, not reverse-engineering. Analogy: 🛂 Showing your passport at border control, validated against trusted authorities. ⸻ 📊 Quick Comparison Feature 0x27 Security Access 0x29 Authentication Goal Unlock ECU security level Verify client’s identity Cryptography Symmetric (shared secret) Asymmetric (PKI: RSA/ECDSA) Data Exchanged Seed + Key Nonce, Signature, Certificates Security Strength Weak (algorithm leaks) Strong (private key protected) Common Use Flashing, legacy diagnostics Secure updates, R155/R156 compliance Analogy 🤝 Secret Handshake 🛂 Passport Verification ⸻ 🚘 Why This Matters • 0x27 → still dominant in legacy ECUs. • 0x29 → mandatory in new vehicle platforms to meet global cybersecurity regulations. • Future-proof ECUs will rely heavily on PKI-based authentication for software updates, diagnostics, and secure communication. 💡 Takeaway: • 0x27 = authorization to perform a function. • 0x29 = authentication of identity + trust establishment. Both will co-exist for a while, but 0x29 is the foundation of modern vehicle security.

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🚦 CAN or Ethernet? what’s fueling smarter in-vehicle communication? As modern vehicles evolve into software-driven machines, understanding communication protocols like CAN and Ethernet is critical for engineers working on embedded systems and AUTOSAR-based development. In this post, explore: -The role of CAN (Controller Area Network) as a proven, low-speed protocol for control systems -How Ethernet delivers high-speed data transfer for ADAS, infotainment, cameras, and OTA updates -Real-world differences in speed, latency, message handling, and topology -Where each is used inside the vehicle — from braking to video feeds -Classic vs Adaptive AUTOSAR compatibility with both networks -Why both coexist today — and how to choose the right protocol based on function 🧠 Pro Tip: Ethernet won’t replace CAN entirely—but learning both is key for engineers aiming to work on next-gen vehicles and software-defined architectures. 🎓 Want to work on intelligent, connected automotive systems? Explore Skill-Lync’s hands-on embedded systems & automotive software programs: ✅Embedded Systems for EV & Automotive Applications ✅AUTOSAR (Classic & Adaptive) Development ✅Model-Based Development with MATLAB & Simulink ✅Software Verification & Validation (Hand-Code & MBD) ✅PG Program in Automotive Embedded Systems 🛠 Developed by engineers from Tier-1s and OEMs, designed to help you build real-world systems. 🔗 Click here to learn more about our Job-Leading Programs- https://bit.ly/3ZiTXuN 📞 Schedule a 1-on-1 expert call: +91-93426 91281 📌 Save this post and tag a fellow embedded or ADAS engineer. #CANvsEthernet #AUTOSAR #EmbeddedSystems #AutomotiveSoftware #SkillLync #ElectricVehicles #ADAS #MATLAB #Simulink #ClassicAUTOSAR #AdaptiveAUTOSAR

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Automotive Cybersecurity This may be one of the hottest topics in the industry, primarily because the UN R155 regulation has become mandatory, and consequently, ISO 21434 is also becoming obligatory in order to comply with that regulation. There are many challenges in automotive cybersecurity, mainly, how to protect something that is widely accessible to the general public. On one hand, there's that broad exposure, and on the other hand, there's a global shortage of skilled professionals. Modern vehicles today are complex assets that combine both IT and OT. This means you need to consider cloud infrastructure, software, web, and networks on one side, and hardware, firmware, and sensors on the other. To cover all of this, a multidisciplinary team is needed, one that understands security by design, security throughout the software development lifecycle, penetration testing, and even safety aspects when working with the OT side. From a technical perspective, embedded engineers are often unaware of the problems that can be caused by using standard functions like memcpy. While some might claim it's obsolete, in reality, it's still widely used. Engineers often resort to shortcuts; not because they lack knowledge, but because they're under pressure. In addition to low-level programming errors, another critical issue is access to the CAN network, especially from infotainment systems. An attacker can override the CAN bus and send high-priority messages directly from the infotainment unit. Even more concerning are aftermarket systems, which are often poorly tested or not tested at all, and are installed simply to provide more features. Moreover, in 2023, the highest volume of attacks targeted telematics systems i.e., remote attacks, showing just how unprepared the industry is for what lies ahead. In the future, and already today, cars will become increasingly digitalized. Every new feature increases the attack surface. Therefore, this issue will need to be taken seriously, because with the popularization of any technology comes the popularization of its darker side as well.

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