monua practical approach on detecting malicious node in urban vehicular network

8/11/2019 MonuA PRACTICAL APPROACH ON DETECTING MALICIOUS NODE IN URBAN VEHICULAR NETWORK

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IEJRD Journal of Science & Technology

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A PRACTICAL APPROACH ON DETECTING MALICIOUS NODE IN URBAN

VEHICULAR NETWORK

Mr.Mohan Jaynarayan Pande1,Prof.Anil Rao

2

1M-Tech Student , 2Asst. Professor IET,Alwar ,Rajastan

[email protected], [email protected]

----------------------------------------------------------------------------------------

Abstract

I n V2V Area, where soli tude of automobile, largely the positi on of automobile is extremely not crackled,

nameless ver if icati on of vehicles is impossible to discuss or distinction. f ir st, two authori zed identity messages

signed by the equivalent RSU inside the equal given period of time that concerni ng with each other for provisional

purpose are recognizable in order that they can be used for discovery; Second ,Road-Side Uni t signatures on

messages are signer are dif ferent so that the RSU l ocation identity inf ormation is hidden f rom the resulted off icial

message. I n thi s proj ect , we mentioned a simple Sybil attack occur in the network using the traj ectori es of vehicl es

for identifi cation of the node whil e at rest maintai ning the node location pri vacy in the network . When a node in

the vehicular network associates a Road-Side Uni t (RSU), it dynami cally demands an authori zation i denti ty

message fr om the RSU as the proof identi ty of the vehicle in the Cur rent RSU region. A mal icious node (attacker in

network) who tri es to forging mul tipl e same false identi ties of the node available in the network can easily launch

an attack called Sybil attack, gaining a suspiciously large inf luence. More predominantl y, we construct a

location-h idden identi ty approved message inventi on method for two objectives: Wi th the some restriction, off ici al

messages fr om the node used for long-term i denti fi cation ar e decli ned so that at the exacting road side uni t i ts

authori zation is used as proof of vehicl e. Wi th this order on the identity scheme, vehicles keep its location pr ivacy as

the identi f icati on by taki ng al l the series of Sequence of authori zed message.

Al so vehicle i.e. nodes in the vehi cular network generate a location-h idden trajectory for preserving

location-pr ivacy identi fi cation. Ut il izing social association amongst trajectories according to the resemblance

def in iti on of two trajectori es, detecting attacker node can recognize and therefore discharge community of Sybil

trajectory. Rigorous sanctuar y analysis and widespread trace-dr iven simulations exhibi t the worth of detection

attacker.

Key Terms: DSRC, ITS, RSU, V2X.

Introduction

An application domain where those visions can become reality in the nearfuture is wireless communication in

vehicular traffic networks in order to improve traffic safety and to increase traffic efficiency, vehicle-to-X

communication (V2X) networks. The notations car-to-X communication (C2X) and vehicular ad- hoc networks

(VANETs) are synonymously used. The X emphasizes that either solely vehicles communicate (vehicle-to-vehicle

communication (V2V)), or so do vehicles and infrastructure points (vehicle-to-infrastructure communication(V2I)). For

both types of communication similar technologies may be used, andnetworks combining both are expected. In this thesis
mailto:[email protected]:[email protected]:[email protected]:[email protected]


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we concentrate on directV2V communication. It is envisioned that by exchanging information directly between vehicles

every vehicle should be able to detect vehicles in the surrounding

and may calculate the current traffic situation from

collected information. Such co-operative cars warn their drivers if necessary, e.g. in case of imminent dangers like

possible collisions with other vehicles or appearing obstacles on the road, e.g.road works. The communication therefore

has to fulfill highest quality require-ments as precise information has to be transmitted with high reliability and short

delay under adverse and highly dynamic environmental conditions.

A key building block of V2V communication is the periodic transmission ofstatus information by every individual

vehicle. These messages that are oftencalled beacon messages contain information like current position, speed, accel-

eration and direction of driving. The messages serve as the information basis forthe mutual awareness of the vehicles. For

vehicles in the close surrounding of a respective transmitter, the reception of beacon messages is of particular importance

in order to obtain accurate awareness of the close surrounding. Beacon messages

have specific and unusual

communication properties that have to be considered.

First, beacon messages are transmitted by every equipped vehicle.

Second, beacon messages that contain up-to-date information are transmitted in a periodic manner, i.e. several times per

second. Third, the messages are transmitted in a broadcast manner and do not have one specific recipient. In

consequence, an effective

scheme to acknowledge a successful message reception is not easily applicable. Thus, specific

methods are necessary to investigate this type of communication that we call local broadcasts communication.

With respect to the mentioned properties it has to be identified how timely

and reliable periodic beacon messages

can be distributed in the local surround-ing of each vehicle. A fundamental and precise knowledge of the systems in use,

their behavior and their performance is necessary to evaluate V2V communication and to design systems that work

reliable under everyday conditions. Thus, the goal of this thesis is a comprehensive and precise performance evaluation of

periodic local broadcast communication in V2V communication networks. Of particular interest is the scalability of huge

and dense networks. It turns outthat the hidden terminal problem is particularly relevant as it causes interferences

during

the reception of messages. We discuss the analysis of consequences of mutual interference on the performance of V2V

networks and consequently on theirpotential. Thus, such networks are analyzed with a focus on the possibilities and

limitations that the communication mechanisms and the physical characteristics

provide for the special type of data

traffic that is exchanged.

Several projects worldwide have investigated the improvement of transportationsystems with respect to the positive effect

on traffic safety and traffic efficiency. In recent years, the specific role of V2X communication came into focus and

broadened the research domain to the interaction of vehicles and infrastructure. Be- fore, these domains were often

treated separately: while from infrastructure sideadaptable traffic telematics applications were introduced (e.g. variable

message

signs for speed and number of parking lots, or adaptive traffic lights for traffic

flow optimization), on thevehicle side, electronic systems were introduced to improve passenger safety, the controllability of the vehicle in critical

situations, ornavigation systems. The possibility to interact via wireless communication between infrastructure and

vehicles, as well as directly between vehicles, allows to develop completely new application scenarios where cooperation

of the differententities may be achieved. We now first present projects where such possible applications were discussed,

before deriving the communication challenges and then looking at the technical systems that should provide the

necessary communication requirements.


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The first IVC studies have emerged at the beginning of the 1980s in Japan (for

example: Association of Electronic

Technology for Automobile Traffic and Driving)

with the increase of people or merchandise traveling, thus

stimulating the

exploration of new solutions such as automatic driving, intelligent road planning,

etc. Several

government institutions throughout the world have led an exploratory

phase from different worldwide projects,

involving a large number of research units.

These projects have led to the definition of several possible prototypes and

solutions, based on different approaches. In this way, traffic management systems

were installed in large Japanese

cities and on most urban and intercity highways.The Japanese have made large investments in the development of

driver

information systems. In the case of a highway, the system electronically monitors

the speed and volume of

traffic and gives drivers instant warnings on accidents and

delays. Warnings and other information for drivers are

displayed on different

variable message signs. In the Japanese AHS (Automated Highway System) project,

the goal

was to design an automated highway system for autonomous driving:

control of the vehicle is assumed by a computer

on board. In the USA, there is the

Intelligent Transportation Society of America (ITS America), which is a group of

manufacturers, government agencies, universities and other enterprises. This group

focuses on research, promotion

and development and deployment coordination of

ITS applications throughout the USA. As in Japan, the American

government also

implemented the NAHSC (National Automated Highway System Consortium) in

1995. In Europe,

the PROMETHEUS (PROgraM European Traffic with Highest

Efficiency and Unprecedented Safety) project began

in 1986 and included over 13

vehicle manufacturers and several universities from 19 European countries. In this

context, several approaches and solutions concerning ITSs have been developed,

implemented and demonstrated.

Literature Review

This chapter covers previous work related to this thesis. The first three sections are mostly related to Security and

Challenges in vehicular network, Sybil Attack and Communication between Vehicles to RSU, while the last section

covers different trends in the vehicular network. We begin by describing attempts in the literature to avoid the attacks

in the vehicular network. Afterwards, we give an overview of prior work aimed to the secure network for message

passing between vehicle and RSU.

A. Security and Challenges in vehicular network

The hard work to produce safer, more satisfied and

ordered driving circumstances have ongoing; Vehicular

Networks will be the leader player in this work, aiming to

smooth the progress of road refuge, experienced driving, and

infotainment.

The world today is source of revenue a fight, and the bump into pampas

untruth on the roads, the feasible

number of deaths is

regarding 1.2 million people annual worldwide [1], and

injures pertaining to forty epoch of this

number, missing

forgetting that traffic overfilling that makes a huge

mistreatment of time and energy [2]. Vehicular Ad

hoc Networks (VANET) is constituent of Mobile

Ad Hoc Networks (MANET), this way that each and every one

node

can move freely bordered by the network exposure and

stays connected, every one node can exchange a few words with

other

nodes in single journey or multi journey, and any node may perhaps be

Vehicle, Road Side Unit (RSU).


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In the time 1998, the panel of engineers from Delphi

Delco Electronics System and IBM Corporation

projected a

network vehicle perception aimed at providing

a extensive range of applications [3]. By means of the advancements

in

wireless communications technology, the perception of

network car has concerned the attention every one over the

planet. In the topical existence, numerous fresh projects have been

launched, targeting on realizing the nightmare of

networking car and victorious accomplishment of vehicular networks. The venture Network on Wheels

(NOW)[4] is a German research venture in 2004, the

venture adopts an IEEE 802.11 standard for wireless

access, the chief

objectives of this venture are to explain

technical issues correlated to communication protocols and

data security for

car-to-car communications. The

Car2Car Communication association [5] is initiated by

six European car

manufacturers. Its objective is to build a

European industrial ordinary for car-to-car

communications expand crosswise

each and all one brand.

B.The Sybil Attack

In this paper, we review the collision of the Sybil attack [20], an assault againstidentity in which an entity entity

impersonate as multiple instantaneousidentities. The Sybil attack is a elementary difficulty in many systems and ithas

so far away resisted a collectively applicable solution. Many disseminated applications and daily services presuppose

each contributing entity pedals accurately one identity. As soon as this supposition is unverifiable orunmet, the service

is topic to attack and the consequences of the appliance are doubtful if not erroneous. A existing example of this would

be an online selectionsystem where single person can vote by means of numerous online identities. Markedly, this

difficulty is presently only resolve if a middle influence, such as the superintendentof credential ability, cans agreement

that every person has a solitary individuality represented by one key; in apply, this is extremely complicated to

guarantee on a great

scale and would necessitate pricey physical attention.

C.Trusted devices

In a security related to conviction certification authorities, creature in an appliance can be associated in someprotected fashion to a definite hardware device. Equivalent to any central influence handing out cryptographic

credential, there are no extraordinary technique of avert an aggressor from attaining several devices other than manual

interference. The cost of obtaining numerous devices may be elevated.

The main IVC network applications can be classified into three categories: 1) road safety applications, 2) driver

assistance applications, and 3) comfort applications. In what follows, we explain these categories in more detail and

then give examples of applications:

Road safety applications: Road safety has become a priority in most developed countries. This priority is motivated

by the increasing number of accidents on roads due to the increasing number of vehicles. In order to improve safety in

travel and cope with road accidents, IVCs offer the possibility of preventing collisions and road work, of preventing

obstacles (fixed or mobile) and of distributing weather information;

Applications to driver assistance systems and cooperative vehicles: to facilitate autonomous driving and bring

support to the driver in specific situations: help in vehicle passing, prevention of straight or curved lane exits, etc. We

can also mention the case of trucking companies using IVC for productivity to decrease gasoline consumption;


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comfort applicationsfor the driver and passengers: user information and communication services in particular, such

as mobile access to the Internet, electronic messaging, inter-vehicle chat, network games, etc.

Problem Definition

The online Sybil attack problem is hard due to three following factors:

First, approved messages produce for diverse vehicles are asynchronous. The motivation of using trajectory to

characterize vehicles is depend on the reality that a vehicle cannot there itself at diverse locations at the equal time. The

asynchronies of message construct the conclusion straightforwardly depend on this truth impractical.Second, approved

messages are provisionally linkable, which means there is no unchanging mapping among an RSU signature and the

genuine RSU who signed that signature. Therefore, no detachment information is presented among two RSUs with this

in any two signatures. Thiscreate the trouble still harder while one cannot exploit the time disparity among two

approved messages and the detachment between the couple of equivalent RSUs to gather whether two messages fit into

two dissimilar vehicles.

Last, malicious vehicles can mistreatment the independence of trajectories production and the neighbor affiliation

among RSUs to produce elaborately intended trajectories. For instance, an aggressor can officially generate numerous

trajectories which emerge different from each other still under a very easy RSU topology. For this purpose we proposed

the system, hackers cannot proceed as source, because one centralized server is maintaining to confirm validation of

source. This federal server is Sybil guard. It blocks unofficial users or hackers. Sybil guard is maintaining source node

information and header information of message. It checks the users by means of those details whether they are attackers

or normal user. Hackers information has not been transferred to destination. Destination has not been receiving any

attacker information.

For the vehicle location privacy ,the message not unveil the location of the vehicle in the network so it favorable for the

owner of vehicle that only messages are transmits not the location of vehicle. Before initiating this project, substantial

amount of time has been spent to study algorithms related to detection of the malicious node in vehicular network and

coming to a conclusion that there exists an ample scope to simplify/improve/modify/enhance/redevelop/redesign these

methods.

The purposes of this work are:

I.

To design new system that forwarded the authorized messages between the vehicular communications.

II.

To design a novel Decentralized scheme in the vehicular network that prevents the location privacy of vehicle.

III.

To protect the database of the RSU from the suspected node in order to implement the Sybil attack.

With the help of this system, normal vehicle must communicate with another vehicle independently and totally believe

on the accepted incoming messages that its truly forwarded from the normal vehicle .The Preprocessing and Sybil

identification Algorithm are very useful in this system for implementing the concept and also find the malicious node in

the network.

System Design


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In existing system, hackers easily can act as source node and sends message to destination. Destination receives

wrong message from hackers. Destination believes that its correct message from source. Destination receives the wrong

information from hackers.

A.

Overview

In universal, detecting malicious node in vehicular network incorporate three elegant procedures namely,infrastructure building, location-hidden trajectory creation, and Sybil attack discovery. More exclusively, we accept an

incremental method to organize RSUs. In the end, an imperfect number of accessible RSUs can realize the maximum

service treatment in stipulations of provide traffic quantity as well as superior equality in terms of geographical

allocation. After the exploitation of RSUs, a vehicle can necessitate authoritative messages from every RSU it passes by

as an evidence of its survival there. We agree an instance tilting linkable sphere signature proposal [14] for RSUs to

concern authoritative messages for vehicles. Such sanctioned messages are position hidden which refers to that RSU

signature is signer ambiguous and the authorized messages are temporarily linkable. additionally, a set of uninterrupted

sanctioned messages issued for a vehicle are securely chained mutually to form a position hidden trajectory of the

automobile, which will be exploit for classifying this vehicle in future discussion. Throughout an exchange which is

initializing by an automobile or an RSU, called a discussion holder, a contribute automobile should supply its trail for

authentication.

B.Infrastructure Construction

1. RSU Deployment

In detecting malicious node in vehicular network, vehicles necessitates authoritative messages concern from RSUs

to appearance trajectories, which must be statically, establish as the transportation. When allowing for the exploitation

of RSUs, two sensible questions are indispensable, i.e., where to mount RSUs in the city and how numerous of them are

enough? An easy explanation is to organize RSUs at every junction. This can affect well trajectories with an adequate

number of sanctioned messages which will assist the gratitude of a vehicle. Nevertheless, organize such a massive

number of RSUs in solitary time is exorbitant due to the lofty cost. In disparity, we receive an incremental exploitation

policy in detecting malicious node in vehicular network, allowing for the transaction among decreasing the number of

RSUs and exploiting the exposure of traffic. Exclusively, in the untimely rising phase with a restricted number of RSUs,

an connection is chosen if it convince two necessities: first, it is biologically at slightest certain distance far left from all

other RSU prepared intersections; second, it has the greatest traffic volume amongst all relax intersection without

RSUs.

2. System Initialization

After finishing RSU exploitation, in order to utility suitably, the scheme first needs to be initialize. Theinitialization procedure includes following steps:

Setting up TA: the TA initial decide a set of community parameter obligatory for the ring signature proposal which is

used for RSUs to sign communication and set up a pair of public/private key pair as well. The public key fulfill with the

incremental exploitation of RSUs, adaptation control is in use by the TA in organizations the PKL. More exclusively,

when novel RSUs register in the system, the TA updates the PKL and amplifies its version number. Then, the latest

PKL can be transmitting to all RSUs in the organization via the RSU vertebrae network.


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3.

Generating Location-Hidden Trajectory

Location-Hidden approved Message Generation: In order to be position concealed, approved messages concern for

vehicles from an RSU must possess two properties, i.e., signer indistinct and provisionally linkable. The signer

indistinct property means the RSU must not use a devoted identity to sign messages. The provisionally linkable

property necessitate two approved messages are identifiable if and only if they are produce by the same RSU inside the

same known phase of time. Otherwise, a extensive term likability of approved messages used for discovery ultimately

has the identical effect as with a devoted uniqueness for vehicles. In this scheme, we reveal one probable achievement

of a location-hidden approved message production scheme using linkable ring signature [11]. The Linkable ring

signature is signer indistinct and signatures are linkable (i.e., two signatures can be connected if and only if they are

concern by the same signer) as well. Predominantly, we decide the linkable ring signature scheme commence by Dodis

et al. [12] and Tsang and Wei [13] for two cause: first, it has been demonstrate to be protected; second, it has stable

signature size. To convene the obligation of provisionally linkable property, we enlarge the scheme to maintain the

occasion oriented linkability assets [20] which assure that any two signatures are connected if and only if they are

signed on the base of same event by the same RSU.

Security Analysis

A malevolent vehicle can effortlessly attain messages between two other converse entities by snooping on the wireless

channels. In This proposal, all messages are delivering via wireless communiqu. If a malevolent vehicle can achieve

something in using sanctioned messages issue for other vehicles, it can pretense as multiple identities, initiation a Sybil

attack. The proposal design is protected in terms of defending:

System Implementation

A.

Module Description

1.Topology Construction

This module is used for constructing the topology with the help of existing node. This node is also providing at the

time of the topology creation. This module mainly contains the field first number of Node available in the network.

After the node number provide, the next is to gives the name of each individual node name for the entire node. As soon

as the name of the node is registered then the connection between the two consecutive node are constructed with the

help of source and its next node also the all the other node. Once the connection between the all the node are established

then the topology creation module is over and the next module working started. In this module the simple the

connection between nodes are created.

2.Node Login

Node entry module describes node authentication. To activate node who are all involved in topology, node should

be login into that topology. It does not allow unauthorized node entry. Many nodes can enter into that mentioned

topology. Each node can send the messages to their destination after login. In this module ,node is login and login into


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the node login form in this only the name of node is input and it show the node login form .if the name of node is

incorrect then it displayed then warning message that conatain the message node not available.

3.

Message Transmission

Each node (source node) can send the data to some other node (destination) which one connected with that source

node. While sending message, the source node should mention the header information. Source node can send the datato destination. Destination will receive that message. In this module ,only the message transmission are done with the

node are available ,if the no direct path are exit between the two node the it used the simple routing concept in which the

message are transmitted from source node to directly connected node ,from this node to another node and from this

node to destination node, also the path from source to destination node are show in the Sybil guard.

4.Sybil guard

Sybil guard is maintained in this project to detect the attacker. Sybil guard is called as centralized server. Sybil guard

does not allow hackers to send the wrong data. It compares node information and header information. If matches,

normal user sending the message to destination. Otherwise Sybil guard will not allow the hackers to send message. It

blocks that data and it provides the attacker information to attacker. Sybil guard gets node information from its

registration. While data transmission, Sybil guard will get their header information. This centralized server maintains to

find out the attacker details. The Algorithm that perform the classification of the honest node and suspect node are

discuss following.

Fig.1 Preprocessing Algorithm

This is the first algorithm in the detecting the malicious node in vehicular urban network called as Preprocessing

algorithms in which the topology that is constructed is take as input and the honest node is h. After this performing the

random walk with length L= log n originating from the honest node h. also as the random walk is calculated then assign

the minimal length to L and it compare with the Length max during this also the random walk with length l and

originating from node I means the first node, get the ni as the number of node with frequency smaller than t. then its

gives the output mean values and the standard deviation that are useful in the next algorithm sybilidentification.

Algorithm 2 is to detect whether a given node is a Sybil node or not. As is said in above, if a node has a very low

number, it may be a Sybil node.
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Fig.2 Sybil identification algorithm

Partial random walk is a petite diverse from ordinary random walk: one time a node is 'walked', it cannot be walked

once again. Consequently a partial random walk can be finished when a node contain no neighbors to walk into devoid

of reaching a given length. It is called a 'dead walk'. Given a Sybil node s, we can judgment a length when the

deadWalkRatio is slighter than a given threshold. All the nodes inside a length less than the estimated length aresuspected to be Sybil nodes.

Conclusion And Future Work

Location privacy of vehicle is preserved by realizing a location hidden signature scheme .This scheme

demonstrate by both analysis and extensive trace driven simulation that can largely restrict Sybil attack and can

enormously reduce the impact of Sybil attack in urban Vehicular network. It was noted that many security applications

are specific instances of the protecting network related problem. However, due to the impracticality of the best different

security application, considerable efforts were made to design specific solutions to these applications. We mentioned

above that Detecting the malicious node in urban vehicular network can be used to provide the security during the node

to node communication in the vehicular network .As the vehicle to vehicle communication are the most enhancement

area in the last some years.

Another application of Detecting the malicious node in vehicular network is the location hidden Authorized

message generation scheme in which the location privacy are very concern with network .Also the in order to hide the

location privacy of any vehicle ,vehicle only access the messages from nearest RSU or other vehicle during the

communication

Detecting the malicious node in urban vehicular network can also used for protecting the honest node of the network

means Sybil attacks, which node attacks are done by the any malicious node in the vehicular network. With the help ofedge of the malicious node to the network, it generates the or forged the false identity of honest node (vehicle), with the

false identity it performed Sybil attacks by forwarding the false message to the network node.

The vehicular network mostly related with the vehicle to vehicle communication in order to minimize the harmful event

occurs on road. It performs the well and equipped scheme for communication between the vehicles with the used of

Sybil guard that continually monitor and provide the authorized message for communication via RSU. In future, we are

interested to extend the proposed Detection of malicious node in urban vehicular network for many nodes in order to
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implement the broadcast with the vehicle .In this scheme it is one to one communication so it may be extend for one to

many vehicle communication. Also the RSU must be trustworthy always otherwise it is also work area to become it

faithful.

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