Intelligent Vehicular Area Networks & its Security - SSRG Journals

SSRG International Journal of Industrial Engineering (SSRG-IJIE) – volume1 Issue 5 Nov 2014

Intelligent Vehicular Area Networks & its Security Shreya Srivastava Student School of Computing Science & Engineering, Galgotias University, India.

ABSTRACT

Siddharth Mehrotra Student School of Computing Science & Engineering, Galgotias University, India.

Keywords

The impressive penetration of 802.11-based wireless networks in many metropolitan areas around the world offers, for the first time, the opportunity of a “grassroots” wireless Internet service provided by users who “open up” their 802.11 (Wi-Fi) access points in a controlled manner to mobile clients [1]. Vehicular Networks (also known as VANETs) are a cornerstone of the envisioned Intelligent Transportation Systems (ITS). By enabling vehicles to communicate with each other via Inter-Vehicle Communication (IVC) as well as with roadside base stations via Roadside-to-Vehicle Communication (RVC), vehicular networks will contribute to safer and more efficient roads by providing timely information to drivers and specific authorities that are concerned. The interesting research area of Vehicular Networks is where ad hoc networks can be brought to their full potential. Vehicular Adhoc Networks (VANET) is part of Mobile AdHoc Networks (MANET), this means that every node stay connected even after moving freely within the network coverage area and the nodes can communicate with each other in single hop or multi hop, and any node could be Road Side Unit (RSU) or a Vehicle. The basis of an intelligent vehicle is ability of the vehicle to navigate and maneuver in a rapidly changing environment without compromising on the safety of the commuters. For this the vehicle not only has to communicate with an intelligent guiding architecture but also has to provide a reliable and fast communication within its internal modules which would be working in sync for providing corrective navigation. The Intelligent VAN deals with such a situation. Although, vehicular communication systems are on the verge of practical deployment. Nonetheless, their security and privacy protection is one of the problems that have been addressed only recently [2]. In order to show the feasibility of secure vehicular communication, certain implementations are required which are discussed briefly in the paper, moreover we are concerned with an important technical aspect surrounding such a system: How intelligent are Vehicular Area Networks (VAN), what the main innovations in VAN featuring driver safety are and the security challenges for the system are discussed in this paper.

Categories and Subject Descriptors C.2.1 [Computer-Communication Networks]: Wireless communication; C.4 [Performance of Systems]: Measurement techniques

Vehicular Area Networks, Vehicular mobility, connectivity, WiFi, Security, MANET, VANET.

1. INTRODUCTION Vehicular communication (VC) systems will enable many applications that will make driving safer, more efficient and more comfortable. But this necessitates the introduction of security and privacy enhancing mechanisms, as discussed in [1]. In this paper we focus on the aspects associated with the implementation and deployment of such a secure VC system. We also provide a sketch to future research challenges. First, we explain why the deployment of an intelligent system for a vehicular environment is different compared to other common information technology systems then SeVeCom baseline architecture, and highlight various implementation- and deployment-specific aspects such as flexible integration in existing communication stacks, use of a hardware security module, and secure connections of VC onboard units to invehicle bus systems [5]. Further- more, we analyze the performance and communication overhead of the suggested security mechanisms. Finally, we present selected topics we consider relevant for future research on VC system security. One aspect is the use of complex forms of data dissemination, such as aggregation schemes, which require different security approaches than those used for broadcast and unicast communications. Another aspect is integrating VC systems with other networks or connecting them with mobile commodity devices, which raise additional security problems. Other future research aspects include secure localization and discovering whether existing VC privacy solutions are indeed sufficient.

2. VEHICULAR COMMUNICATION SYSTEM & MANET There are significant differences between devices such as mobile phones or desktop computers connected to the Internet and devices in a VC system. Differences in development, production, and operation determine VC-specific constraints and conditions: •

General Terms Management, Measurement, Documentation, Performance, Design, Reliability, Experimentation, Security, Human Factors.

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Vehicular communication systems is a most focused technology now, their security and privacy protection is one of the problems that have been addressed only recently. In [1] we discuss the design of a VC security system that has emerged as a result of the European SeVe-Com project.

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SSRG International Journal of Industrial Engineering (SSRG-IJIE) – volume1 Issue 5 Nov 2014 •

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Vehicles have a long life span, lasting several years in most cases. This makes it hard to change onboard systems in order to mitigate new risks to the vehicle safety. [2] Owners have constant physical access to and full control over their vehicles. In spite of the involved safety risks, many users might try to modify or “enhance” their vehicles. From a manufacturer’s point of view, the risk of hardware tampering cannot be neglected. No technical expertise in vehicle electronics or VC security aspects is expected from a user who runs a vehicle. Hence, the vehicular security measures have to operate autonomously with no need for intervention or feedback from the user.

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Robustness requirements and time constraints are demanding. Functions necessary, for example, for driving or alerts received via the VC system must be processed in real time: delays or errors could lead to vehicle malfunctions, driving errors, and consequently to physical damages and injuries.

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Liability and conformance require precise formulation of legal issues. As regulations and requirements differ from country to country, it is even more difficult to address these challenges [4].

As in [1] Vehicle area networks form the backbone of future intelligent transportation systems. There are some key insights [3]: 1.

Intelligent transportation systems (iTs) in general and vehicle area networks (Van), in particular, are expected to grow with the ultimate goal of achieving an accidentfree driving environment.

2.

The key requirement of Van is an efficient wireless intraand inter-vehicle communication mechanism.

3.

Analytics play a major role in the future network of smart vehicles to alert the driver, police and prevent accidents.

4.

Such goals require multidisciplinary analytics from signal processing to machine learning (such as a driver’s behavioral analysis) and data mining (traffic pattern database).

Conference’10, Month 1–2, 2010, City, State, Country. Copyright 2010 ACM 1-58113-000-0/00/0010 …$15.00.

such applications is that nearby sensor nodes monitoring an environmental feature typically register similar values. This kind of data redundancy due to the spatial correlation between sensor observations inspires the techniques for innetwork data aggregation and mining. By measuring the spatial correlation between data sampled by different sensors, a wide class of specialized algorithms can be developed to develop more efficient spatial data mining algorithms as well as more efficient routing strategies.

3. RELATED WORKS In many safety and advanced driving assistance applications the fast and reliable knowledge of where other moving objects are and how they are moving relative to the ego vehicle is essential. Safety applications require maximum robustness and accuracy, in particular automated emergency braking. If one wants to design a system that understands how objects interact, for example at an urban intersection, one needs to be able, not only to detect other traffic participants, but also to predict their driving path. In curves or turning maneuvers an estimate of the yaw rate of other traffic participants is essential as can be seen in Figure 1. Using a common linear motion model, a collision of the oncoming vehicle with the ego vehicle would be predicted. However, if the yaw rate of the oncoming vehicle is estimated, the situation can be correctly interpreted as uncritical.

A MANET is a one of the ad hoc network that can change locations and configure itself on the fly. Because MANETS are mobile, they use wireless connections to connect to various networks. This can be a standard Wi-Fi connection, or another medium, such as a cellular or satellite transmission. MANETS can be used for facilitating the collection of sensor data for data mining for a variety of applications such as air pollution monitoring and different types of architectures can be used for such applications. It should be noted that a key characteristic of

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3.1 TOP CHALLENGES Table 1 lists the main features of most commonly used in-vehicle protocols.


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SSRG International Journal of Industrial Engineering (SSRG-IJIE) – volume1 Issue 5 Nov 2014 accidents) [16], but each driver must have the privacy must on other hand the privacy mustn’t be violated and each driver must have the ability to keep his personal information from others (Identity, Driving Path, Account Number for toll Collector etc.). 5. Network Scalability = The scale of this network in the world approximately exceeding the 750 million nodes [4], and this number is growing, another problem arise when we must know that there is no a global authority govern the standards for this network, for example: the standards for DSRC in North America is deferent from the DSRC standards in Europe, the standards for the GM Vehicles is deferent from the BMW one.

The success of driver behavioral analysis depends on accurate and robust data collection. As preliminary works were reported in the text, [7] [8] implementing accurate sensors. Best applications may include employing off-the-shelf sensors/devices that can communicate with communication gadgets such as cellphones as a gate- way to send or receive data to and from the monitoring data center. Certain data processing and using a mix of digital signal processing and machine learning techniques that can run on embedded processors produces great analysis. Such data analysis must go much beyond what has been reported in the literature, [9] as the safety of driver and vehicle may heavily depend on this analysis. Vehicle Controller Area Network. The vehicle controller area network (CAN) is a serial bus communications protocol that allows access to the vehicle internal system through an embedded networked control system.[10]Other OBUs, sensors, and devices should be integrated within vehicle CAN to in- crease the efficiency of in-vehicle VAN. Vehicular Networks Challenges are mainly elaborated as:1. Movability = The groundwork of Ad Hoc Networks is that each node in the network is mobile, and possess fair motility within the coverage area with some limitation, in Vehicular Ad Hoc Networks nodes moving in highmobility, vehicles makeconnectionwith another vehicles that comes across on their way for few seconds and the two vehicles may never meet again. 2. Volatility = The nodes connectivity is highly transitory, and it may not happen again, vehicles travelling throw coverage area and making connection with other vehicles, these connections will be lost as each car has a high mobility, and maybe will travel in opposite direction[1]. Long life context is lacked by Vehicular networks, so personal contact of user’s device to a hot spot will require long life password and this will be impractical for securing VC.

6. Bootstrap = At this moment only few number of cars will be have the equipment required for the DSRC radios, so we have to assume that there is a limited number of cars will receive the communication when the connection is made, in the future we must concentrate on getting the higher number, to get a financial advantage that will courage the commercial firms to invest in this technology.

3.2 IN-VEHICLE SECURITY In order to achieve their full potential, VC systems need access to the in-car network and sensors that observe the current status of the vehicle and the environment. This enables a VC system to process signals such as emergency braking, airbag activation, and slippery road detection, thus greatly contributing to the avoidance of accidents and improvement of road safety. Onboard system signals are transferred inside the car through different networks and domains. Usually, the network architecture and in-car gateways restrict the signals to the defined network segments and prevent information from leaving its dedicated domains. This clear architecture and strict separation is one measure that ensures the entire vehicle always, especially its vital functions (brakes, engine or airbag control), operates reliably and cannot be attacked from the outside. If this were to be changed into a more open architecture, for example, by allowing for reading out sensor information from in-vehicle networks or displaying and reacting to warning messages from external sources, it would be absolutely necessary to ensure that in-vehicle systems are protected from any external malicious influence. The in-vehicle security module protects the interface between in-car networks and the wireless communication system. It controls external access to incar networks, onboard control units, and vehicle sensor data, but it also ensures that data and services required by other V2V and V2I applications are provided correctly.

3. Privacy VS Authorization = the essence of authentication in Vehicular Ad Hoc Networks is to cure Sybil Attack. To prevent this issue we can provide specific identity for all the vehicles, but this solution is not suitable for the drivers who want to keep their information private and protected. 4. Privacy VS Liability = Liability will give a good opportunity for legal investigation and this data can’t be denied (in case of

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SSRG International Journal of Industrial Engineering (SSRG-IJIE) – volume1 Issue 5 Nov 2014 from congestion and overloading. Conversely, security of VAN can be compromised by attacks that lead to jamming where message reception is blocked. To overcome the jamming attacks message loss avoidance techniques is used .e.g. The one introduced in Schoch.37 technique in which the retransmission of unreceived messages is done after detection, storing and queuing.

4. SECURITY CONCERNS FOR VANET

Two main components provided within the in-vehicle security modules are:•A firewall that controls the data flow from external applications to the vehicle and backwards. • An intrusion detection system (IDS) that constantly monitors the status of in-car systems and provides real-time detection of attacks. The firewall realizes a packet- or application- based firewall approach. Its rule-based table states which application is allowed to access each kind of data or service. The IDS can dynamically add rules to the firewall table in order to deny access for a specific application or disable a service. The IDS is based on an anomaly detection approach, which implies that normal onboard system behavior is clearly defined and specified. If an event results in an onboard system state that is not part of the standard specification, a potentially dangerous situation is detected. Depending on the source and type of event, appropriate reactions are taken to get the system back to a secure and safe state.

3.3 SECURE COMMUNICATION According to Williamson, [11] security and privacy in VAN communication should account for features such as message authentication, integrity, liability and privacy security. Current research on security in vehicular communication protocols mostly focuses on periodic beaconing, flooding, Geocast and position- based mechanisms. [12][13] .Geocast refers to multihop broadcast information dissemination in a large geographically restricted destination tract. It is important to secure VAN’s geocast against DoS attacks caused by overloading. According to Schoch et al., [14] secure Geocast (message forwarding is done by large number of nodes), can be attained by employing probabilistic protocols that is advanced adaptive gossiping techniques used along with adaptive load control technique. These techniques probabilistically choose a few nodes out of the available nodes for message forwarding and dynamically distribute the load on each node to protect

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-Authentication: Authentication is a major requirement in VAN as it ensures that the messages are sent by the real nodes and hence attacks done by the adversaries can be reduced to a greater extent. Authentication, however, elevate privacy concerns, as a primary authentication scheme of attaching the identity of the sender with the message would allow tracking of vehicles. It is therefore, is mandatory to authenticate that a sending vehicle has a certain property which provides authentication as per the application. For example, in GPS based services this property could be that a vehicle is in a particular location from where it pretend to be. -Message Integrity: This is required as this ensures the message is does not changes in transit and the messages the driver receives are not false. -Message Non-Repudiation: In this security system sender cannot deny the fact having sent the message. But that doesn’t convey that everyone can identify the sender; only specific officials should be allowed to identify a vehicle from the authenticated messages it sends. -Access control: It is required to ensure that all nodes function according to the roles and privileges granted to them in the network. Towards access control, Authorization specifies what each node can do in the network and what messages can be produced by it. -Confidentiality & Privacy: It is a system which is required when certain nodes wants to communicate in private. But anybody cannot do that. This can only be done by the law enforcement authority vehicles to communicate with each other to transfer private data. An example is to search out the location of a terrorist. This system is used to ensure that the information is not leaked to the unauthorized people who are not allowed to view the information. Third parties should also not be able to track vehicle movements as it is a violation of personal privacy. Hence, a certain degree of anonymity should be available for messages and transactions of vehicles. However, in liability related cases, to determine the responsibilities and the identity of the user specified authorities are accountable. One of the most important concern is location privacy i.e. no one should be able to trace vehicle’s location may be in the past or at present. -Real time guarantee: It is vital in a VANET, as many safety related applications rely on strict time guarantees. It is implemented in the protocols to ensure that the safety related


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SSRG International Journal of Industrial Engineering (SSRG-IJIE) – volume1 Issue 5 Nov 2014 application’s time sensitivity is maintained such as collision avoidance is obtained etc.

network type. Thus, the inclusive services of the network remain uninfluenced. The features of these technologies provide help to system to switch between various technologies. If the attack intensity is low then we select low range technology and when the level of attacker/range of the DOS attack is large then we use cellular technology.

5. PROPOSED SOLUTIONS We have proposed a model to provide solution to DoS (Denial of Service) and DDoS (Distributed Denial of Service) attacks, which the motive is to ensure network availability for secure communication between the nodes. It has been found that network availability has been directly affected in the case of DOS & DDOS attacks, where the attacks has caused the most severe impact by causing the network to break down. In addition to this trust in the network may not be developed if the vital information is altered by attackers before it is really being received by the true recipient. Therefore, it is important to maintain network availability and to develop trust in the VAN network, in order for the safety applications to be useful and beneficial to road users.

C.

D.

An effective solution proposed is redundancy removal mechanism consists of rate decreasing algorithm and state transition mechanism as its components. This solution mainly adds a level of security to its already standing solutions of using various other options like channelswitching, communication technology switching and multipleradio transceivers to counter affect the DOS attacks. Also, this proposed solution does not use any cryptographic scheme. A solution for DoS issue and adage that the existing solutions such as hopping didn’t rectify the problem, the use of multiple radio transceivers, operating in disjoint frequency bands, can be a feasible approach but even this solution will require adding new and more equipment’s to the vehicles, and will need more funds and more space in the vehicle. The model is based on the use of On-Board-Unit (OBU) that is fitted on each vehicle, to make decision as to prevent a DOS attack. The Processing Unit will suggest to the OBU to switch the other channel, technology, or to utilize the technique of frequency hopping, in the case of DOS attack. Four options are available for the OBU to make decision based on the received attack message. After essential processing and decision, the information is forwarded to next OBU in the network. Various switching option are explained in the following. A.

Multiple Radio Transceivers

By MIMO design principle, it is viable for OBU to have multiple transceivers for sending and receiving the messages. Therefore, the system will have the option for switching from one transceiver to another, hence abolishing the chances of total network disintegration.

6. CONCLUSION We presented an in-depth components of Vehicular Area Networks that can be made more intelligent and smart to adopt for maximum accuracy rates. We also focused on the challenges that are occurring in deploying the same and discussed a handy approach of MANETs. The proposed concerns and theory provides an effective approach for Vehicular Ad Hoc Networks “a propitious technology”, which provides ample chances to the attackers who tries to challenge the network security through malicious attack. In our future work we will posit new answers for VANET’S security network.

7. ACKNOWLEDGMENTS Our thanks to ACM SIGCHI for allowing us to modify templates they had developed.

Channel Switching

The role of DSRC is essential as it makes nodes and infrastructure communications possible. For safety related applications, CH 172 and CH 184 are used whereas CH 174, CH 176, CH 180, and CH 182 are utilized for non-safety applications. CH 178 is delegated to control channel, which is normally used for security associated applications, message broadcasts, and also provides advertise services [27].This way the network availability is achieved ,hence repudiate a DOS attack as when the attackers jam any channel ,there is an alternative to move to the other channel. B.

Frequency Hopping Spread Spectrum (FHSS)

The objective is to provide safety of the network, which is achieved by hopping of network into various frequency channels, when the attackers instigate the DOS attack. When attackers jam the communication channel, the DSRC(Dedicated Short Range Communications) with its multiple channels provide an ability to hop from one frequency channel to other to alleviate the attack.

Technology Switching

There are a number of communication technologies that work with VAN, such as UMTS’s Terrestrial Radio Access -Time Division Duplex (UTRA-TDD), Wi-MAX, Wi-Fi. Whenever attacker instigates attack, technology switching is done to change the accessed networks consequently, making the attack dissipate at a

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8. REFERENCES [1] A Measurement Study of Vehicular Internet Access Using In Situ Wi-Fi Networks - Vladimir Bychkovsky, Bret Hull, Allen Miu, Hari Balakrishnan, and Samuel Madden MIT Computer Science and Artificial Intelligence Laboratory. [2] Secure Vehicular Communication Systems: Implementation, Performance, and Research Challenges - Frank Kargl, Ulm University Panagiotis Papadimitratos, EPFL Levente Buttyan, Budapest University of Technology and Economics Michael Müter, Daimler AG Elmar Schoch and Björn Wiedersheim, Ulm University Ta-Vinh Thong, Budapest University of Technology and Economics Giorgio Calandriello, Politecnico di Torino Albert Held, Daimler AG Antonio Kung, Trialog Jean-Pierre Hubaux, EPFL


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SSRG International Journal of Industrial Engineering (SSRG-IJIE) – volume1 Issue 5 Nov 2014 [3] Progress and challenges in intelligent Vehicle area networks - By MiaD faeZiPouR, MehRDaD nouRani, aDnan saeeD, anD saTeesh aDDePaLLi [4] P. Papadimitratos et al., “Secure Vehicular Communica- tions: Design and Architecture,” IEEE Commun. Mag., Nov. 2008. [5] SeVeCom, “Secure Vehicular Communications: Security Architecture and Mechanisms for V2V/V2I, Delivarable 2.1,” 2007–2008; http://www.sevecom.org [6] Healey,J.A. and Picard, R.W. Detecting stress during realworld driving tasks using physiological sensors. IEEE Transactions on Intelligent Transportation Systems 6,2 (June 2005),156−166. [7] Takeda, K., Hansen, J.H.L., Erdogan, H. and Abut,H. InVehicle Corpus and Signal Processing for Driver Behavior.Springer Press, 2009. [8] Lotan, T. and Toledo, T. An in-vehicle data recorder for evaluation of driving behavior and safety. TRB 2006 Annual Meeting. [9] Blum, J.J., Neiswender, A. and Eskandarian, A. Denial of service attacks on inter-vehicle communication networks. In 11th IEEE International Conference on Intelligent Transportation Systems (Oct. 2008), 797−802 [10] Johansson, K.H., Torngren, M. and Nielsen, L. Vehicle applications of controller area network. Technical Report, Department of Signals, Sensors and Systems, Royal Institute of Technology, Stockholm, Sweden, and Department of Electrical Engineering, Linkoping University, Sweden, 2003.

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