Table of Content

  1. Context
  2. Objectives
  3. Architecture
    1. Transport Solutions
    2. Query and Filtering Language
  4. Describing Signal Subscriptions using JSON
  5. Naming Signal
  6. Reusing existing/legacy code
  7. Leveraging AGL binder
  8. Multi-ECU and Vehicule to Cloud interactions


Automotive applications need to understand in real time the context in which vehicles operate. In order to do so, it is critical for automotive application to rely on a simple, fast and secure method to access data generated by the multiple sensors/ECU embedded in modern cars.

This signaling problem is neither new, neither unique to the automotive and multiple solutions often described as Message Broker or Signaling Gateway have been around for a while.

The present document is the now implemented since AGL Daring Dab version, to handle existing signaling/message in a car. It relies on [APbinder] binder/bindings model to minimize complexity while keeping the system fast around secure. We propose a model with multiple transport options and a full set of security feature to protect the service generating the signal as well as consuming them.


Our objectives are solving following 3 key issues:

  1. reduce as much as possible the amount of exchanged data to the meaningful subset really used by applications
  2. offer a high level API that obfuscates low level and proprietary interface to improve stability in time of the code
  3. hide specificities of low level implementation as well as the chosen deployment distribution model.

To reach first objective, events emission frequency should be controlled at the lowest level it possibly can. Aggregation, composition, treatment, filtering of signals should be supported at software level when not supported by the hardware.

Second objectives of offering long term stable hight level API while allowing flexibility in changing low level implementation may look somehow conflicting. Nevertheless by isolating low level interface from high level and allowing dynamic composition it is possible to mitigate both objectives.


Good practice is often based on modularity with clearly separated components assembled within a common framework. Such modularity ensures separation of duties, robustness, resilience and achievable long term maintenance.

This document uses the term “Service” to define a specific instance of this proposed common framework used to host a group of dedicated separated components that handle targeted signals/events. Each service exposes to services/applications the signals/events it is responsible for.

As an example, a CAN service may want to mix non-public proprietary API with CANopen compatible devices while hiding this complexity to applications. The goal is on one hand to isolate proprietary piece of code in such a way that it is as transparent as possible for the remaining part of the architecture. On a second hand isolation of code related to a specific device provides a better separation of responsibilities, keeping all specificity related to a given component clearly isolated and much easier to test or maintain. Last but not least if needed this model may also help to provide some proprietary code directly as binary and not as source code.

Communicating between the car and regular apps should be done using a 2 levels AGL services which have two distincts roles:

  • low level should handle communication with CAN bus device (read, decoding, basic and efficient filtering, caching, …)
  • high level should handle more complex tasks (signals compositions, complex algorythms like Kalman filter, business logic…)


To do so, the choice has been to use a similar architecture than [OpenXC], a Ford project. Principle is simple, from a JSON file that describes all CAN signals wanted to be handled, in general a conversion from a dbc file, AGL generator convert it to a C++ source code file. This file which in turn is used as part of the low level CAN service which can now be compiled. This service reads, decodes and serves this CAN signals to a high level CAN service that holds business logic and high level features like described is the above chapter.


While in some cases it may be chosen to implement a single service responsible for everything, other scenarii may chose to split responsibility between multiple services. Those multiple services may run on a single ECU or on multiple ECUs. Chosen deployment distribution strategy should not impact the development of components responsible for signals/events capture. As well as it should have a loose impact on applications/services consuming those events.

A distributed capable architecture may provide multiple advantages:

  • it avoids to concentrate complexity in a single big/fat component.
  • it leverages naturally multiple ECUs and existing network architecture
  • it simplifies security by enabling isolation and sandboxing
  • it clearly separates responsibilities and simplifies resolution of conflicts

Distributed architecture has to be discussed and about now is not fully implemented. Low level CAN service isn’t fully functional nor tested to assume this feature but its architecture let the possibility open and will be implemented later.


Performance matters. There is a trade-off between modularity and efficiency. This is specially critical for signals where propagation time from one module to the other should remain as short as possible and furthermore should consume as little computing resources as possible.

A flexible solution should provide enough versatility to either compose modules in separate processes; either chose a model where everything is hosted within a single process. Chosen deployment model should have minor or no impact on development/integration processes. Deployment model should be something easy to change, it should remain a tactical decision and never become a structuring decision.

Nevertheless while grouping modules may improve performance and reduce resource consumption, on the other hand, it has a clear impact on security. No one should forget that some signals have very different level of security from other ones. Mixing everything within a single process makes all signal’s handling within a single security context. Such a decision may have a significant impact on the level on confidence one may have in the global system.

Providing such flexibility constrains the communication model used by modules:

  • The API of integration of the modules (the API of the framework) that enables the connection of modules must be independent of the implementation of the communication layer
  • The communication layer must be as transparent as possible, its implementation shouldn’t impact how it is used
  • The cost of the abstraction for modules grouped in a same process must be as little as possible
  • The cost of separating modules with the maximum of security must remain as minimal as possible

Another point impacting performance relates to a smart limitation on the number of emitted signals. Improving the cost of sending a signal is one thing, reducing the number of signals is an other one. No one should forget that the faster you ignore a useless signal the better it is. The best way to achieve this is by doing the filtering of useless signal as close as possible of the component generating the signal and when possible directly at the hardware level.

To enable the right component to filter useless signals, consumer clients must describe precisely the data they need. A filter on frequency is provided since Daring Dab version, as well as minimum and maximum limits. These filters can be specified at subscription time. Also, any data not required by any client should at the minimum never be transmitted. So only changed data is transmitted and if another service needs to receive at a regular time, it has to assume that if no events are received then it is that the value hasn’t change. Furthermore when possible then should even not be computed at all, a CAN signal received on socket is purely ignored if no one asks for it.

Describing expected data in a precise but nevertheless simple manner remains a challenge. It implies to manage:

  • requested frequency of expected data
  • accuracy of data to avoid detection of inaccurate changes
  • when signaling is required (raising edge, falling edge, on maintained state, …),
  • filtering of data to avoid glitches and noise,
  • composition of signals both numerically and logically (adding, subtracting, running logical operators like AND/OR/XOR, getting the mean, …)
  • etc…

It is critical to enable multiple features in signal queries to enable modules to implement the best computing method. The best computing method may have an impact on which device to query as well as on which filters should be applied. Furthermore filtering should happen as soon as possible and obviously when possible directly at hardware level.

Transport Solutions

D-Bus is the standard choice for Linux, nevertheless it has some serious performance limitation due to internal verbosity. Nevertheless because it is available and pre-integrated with almost every Linux component, D-Bus may still remains an acceptable choice for signal with low rate of emission (i.e. HMI).

For a faster communication, Jaguar-Land-Rover proposes a memory shared signal infrastructure. Unfortunately this solution is far from solving all issues and has some drawbacks. Let check the open issues it has:

  • there is no management of what requested data are. This translate in computing data even when not needed.
  • on top of shared memory, an extra side channel is required for processes to communicate with the daemon.
  • a single shared memory implies a lot of concurrency handling. This might introduce drawbacks that otherwise would be solved through communication buffering.

ZeroMQ, NanoMSG and equivalent libraries focused on fast communication. Some (e.g. ZeroMQ) come with a commercial licensing model when others (e.g. NanoMSG) use an open source licensing. Those solutions are well suited for both communicating inside a unique ECU or across several ECUs. However, most of them are using Unix domain sockets and TCP sockets and typically do not use shared memory for inter-process communication.

Last but not least Android binder, Kdbus and other leverage shared memory, zero copy and sit directly within Linux kernel. While this may boost information passing between local processes, it also has some limitations. The first one is the non support of a multi-ECU or vehicle to cloud distribution. The second one is that none of them is approved upstream in kernel tree. This last point may create some extra burden each time a new version of Linux kernel is needed or when porting toward a new hardware is required.

Query and Filtering Language

Description language for filtering of expected data remains an almost green field where nothing really fit signal service requirements. Languages like Simulink or signal processing graphical languages are valuable modelling tools. Unfortunately they cannot be inserted in the car. Furthermore those languages have many features that are not useful in proposed signal service context and cost of integrating such complex languages might not be justified for something as simple as a signal service. The same remarks apply for automation languages.

Further investigations leads to some specifications already presents like the one from Jaguar Land Rover [VISS], for Vehicule Information Service Specification and another from Volkwagen AG named [ViWi], stand for Volkwagen Infotainment Web Interface. Each ones has their pro and cons. Let’s see a little comparison:

TODO: List of features not pro cons | VISS | ViWi | |——————————————————-|——————————————————————-| | + Filtering on node (not possible on several nodes or branches) | | + Describe a protocol | | + Access restrictions to signals | + Ability to specify custom signals | | +/- Use high level development languages | + RESTful HTTP calls | | - One big Server that handle requests | + Stateless | | - Filtering | + Filtering, sorting | | - Static signals tree not extensible [VSS] | -/+ Use JSON objects to communicate | | - Use of AMB ? | - Identification of resources may be a bit heavy going using UUID | | - Use of Websocket | |

About [VISS] specification, the major problem comes from the fact that signals are specified under the [VSS], Vehicle Signal Specification. So, problem is that it is difficult, if not impossible, to make a full inventory of all signals existing for each car. More important, each evolution in signals must be reported in the specification and it is without seeing the fact that car makers have their names and set of signals that would mostly don’t comply with the [VSS]. VISS doesn’t seems to be an valuable way to handle car’s signals, a big component that responds requests, use of Automotive Message Broker that use DBus is a performance problem. Fujitsu Ten recent study[1] highlights that processor can’t handle an heavy load on CAN bus and that Low level binding adopted for AGL is about 10 times[2] less impact on performance.

Describing Signal Subscriptions using JSON

JSON is a rich structured representation of data. For requested data, it allows the expression of multiple features and constraints. JSON is both very flexible and efficient. There are significant advantages in describing requested data at subscription time using a language like JSON. Another advantage of JSON is that no parser is required to analyse the request.

Existing works exists to describe a signals that comes first from Vector with its proprietary database (DBC) which widely used in industry. Make a description based on this format appears to be a good solution and Open Source community already has existing tools that let you convert proprietary file format to an open one. So, a JSON description based on work from [OpenXC] is specified here which in turn is used in Low level CAN service in AGL:

{   "name": "example",
    "extra_sources": [],
    "initializers": [],
    "loopers": [],
    "buses": {},
    "commands": [],
    "0x3D9": {
    "bus": "hs",
    "signals": {
        "PT_FuelLevelPct": {
        "generic_name": "fuel.level",
        "bit_position": 8,
        "bit_size": 8,
        "factor": 0.392157,
        "offset": 0
        "PT_EngineSpeed": {
        "generic_name": "engine.speed",
        "bit_position": 16,
        "bit_size": 16,
        "factor": 0.25,
        "offset": 0
        "PT_FuelLevelLow": {
        "generic_name": "fuel.level.low",
        "bit_position": 55,
        "bit_size": 1,
        "factor": 1,
        "offset": 0,
        "decoder": "decoder_t::booleanDecoder"

From a description like the above one, low level CAN generator will output a C++ source file which let low level CAN service that uses it to handle such signal definition.

Naming Signal

Naming and defining signals is something very complex. For example just speed, as a signal, is difficult to define. What unit is used (km/h, M/h, m/s, …)? From which source (wheels, GPS, AccelMeter)? How was it captured (period of measure, instantaneous, mean, filtered)?

In order to simplify application development we should nevertheless agree on some naming convention for key signals. Those names might be relatively complex and featured. They may include a unit, a rate, a precision, etc.

How these names should be registered, documented and managed is out of scope of this document but extremely important and at some point in time should be addressed. Nevertheless this issue should not prevent from moving forward developing a modern architecture. Developers should be warned that naming is a complex task, and that in the future naming scheme should be redefined, and potential adjustments would be required.

About Low level CAN signals naming a doted notation, like the one used by Jaguar Landrover, is a good compromise as it describe a path to an car element. It separates and organize names into hierarchy. From the left to right, you describe your names using the more common ancestor at the left then more you go to the right the more it will be accurate. Using this notation let you subscribe or unsubscribe several signals at once using a globbing expression.

Example using OBD2 standard PID:


Here you can chose to subscribe to all engine component using an expression like : engine.*

Reusing existing/legacy code

About now provided services use:

  • Low Level [OpenXC] project provides logic and some useful libraries to access a CAN bus. It is the choice for AGL.

  • High Level In many cases accessing to low level signal is not enough. Low level information might need to be composed (i.e. GPS+Gyro+Accel). Writing this composition logic might be quite complex and reusing existing libraries like: LibEkNav for Kalman filtering [9] or Vrgimbal for 3 axes control[10] may help saving a lot of time. AGL apps should access CAN signals through High Level service. High level can lean on as many low level service as needed to compute its Virtual signals coming from differents sources. Viwi protocol seems to be a good solution.

Leveraging AGL binder

Such a model is loosely coupled with AGL binder. Low level CAN service as well as virtual signal components may potentially run within any hosting environment that would provide the right API with corresponding required facilities. Nevertheless leveraging [APbinder] has multiple advantages. It already implements event notification to support a messaging/signaling model for distributed services. It enables a subscribe model responding to the requirement and finally it uses JSON natively.

This messaging/signalling model already enforces the notion of subscription for receiving data. It implies that unexpected data are not sent and merely not computed. When expected data is available, it is pushed to all waiting subscriber only one time.

The [APbinder] provides transparency of communication. It currently implements the transparency over D-Bus/Kdbus and WebSocket. Its transparency mechanism of communication is easy to extend to other technologies: pools of shared memory or any proprietary transport model.

When bindings/services are loaded by the same binder, it provides transparently in-memory communication. This in-memory communication is really efficient: on one hand, the exchanged JSON objects are not serialized (because not streamed), on the other hand, those JSON objects provide a high level of abstraction able to transfer any data.

Technically a service is a standard [APbinder] binding which is also handled by the system and launched as a daemon by systemD. Therefore Signal/Agent inherits of security protection through SMACK, access control through Cynara, transparency of API to transport layer, life cycle management, … Like any other [APbinder] process is composed of a set of bindings. In signal service specific case, those bindings are in fact the signal modules.

The proposed model allows to implement low level dependencies as independent signal modules. Those modules when developed are somehow like “Lego Bricks”. They can be spread or grouped within one or multiple services depending on deployment constraints (performance, multi-ECU, security & isolation constraints,…).

On top of that low level signal modules, you should use a high level service. A first implementation of [ViWi] is available here and can be use to integrate business logic and high level features.

The model naturally uses JSON to represent data.

Multi-ECU and Vehicule to Cloud interactions

While this might not be a show stopper for current projects, it is obvious that in the near future Signal/Agent should support a fully distributed architectures. Some event may come from the cloud (i.e. request to start monitoring a given feature), some may come from SmartCity and nearby vehicles, and last but not least some may come from another ECU within the same vehicle or from a virtualized OS within the same ECU (e.g. cluster & IVI). In order to do so, Signal modules should enable composition within one or more [APbinder] inside the same ECU. Furthermore they should also support chaining with the outside world.


  1. Application requests Virtual Signal exactly like if it was a low level signal
  2. Agent Signal has direct relation to low level signal
  3. Agent needs to proxy to an other service inside the same ECU to access the signal
  4. Signal is not present on current ECU. Request has to be proxied to the outside world