GNSS Spoofer Localization for Vehicles Based on Doppler and Clock Drift Double Difference

Abstract

Global navigation satellite systems (GNSS) have been widely used in our daily lives. Meanwhile, GNSS are facing a severe threat of spoofing attacks, which can mislead users by false position, velocity and time (PVT) solutions, resulting in serious consequences. Especially, with the development of vehicle navigation, autonomous driving and unmanned aerial vehicles (UAV), increasing spoofing attacks have emerged towards vehicles, where anti-spoofing techniques are desperately needed. Among these techniques, spoofer localization is a necessary step to fundamentally address the spoofing attacks. Most of the conventional spoofer localization methods are based on time of arrival (TOA) or time difference of arrival (TDOA). These methods require measurements observed by multiple receivers at the same time, where time synchronization is indispensable. However, it is hard to apply these methods to the existing vehicles equipped with independent commercial receivers. To cope with this problem, in this paper we develop a flexible method for vehicles to locate a stationary spoofer based on Doppler and clock drift double difference (DCDD). DCDD is calculated using Doppler measurements and clock drift solutions of one vehicular receiver and another reference receiver. Generally, Doppler frequency of GNSS signals changes slowly with time, which releases the restriction for high-precision time synchronization. DCDD represents the Doppler frequency caused by the vehicle motion, from which the spoofer position can be estimated. In addition, with the elimination of irrelevant components in Doppler measurements, DCDD minimizes the user complexity required for localization, where at least two receivers and one vehicle is needed. Utilizing DCDD, an iterative weighted least squares (WLS) algorithm is used to solve the spoofer position, and a closed-form initial value is given to improve the convergence rate. We evaluate the localization performance by the derived Cramér-Rao lower bound (CRLB) in the presence of vehicle position and velocity errors. Simulations and field vehicle experiments are conducted to verify the feasibility and effective of the proposed method. The experimental results show that with an average vehicle velocity of 8 m/s, the horizontal localization error can be less than 40 m and 20 m, using DCDD observations of 4 epochs and 8 epochs respectively.