Vehicular-2-X Communication: State-of-the-Art and Research in Mobile Vehicular Ad hoc Networks

117 Pages·2010·2.1 MB·English

by  Radu Popescu-Zeletin

Vehicular-2-X Communication

· ·
Radu Popescu-Zeletin Ilja Radusch
Mihai Adrian Rigani
Vehicular-2-X
Communication
State-of-the-Art and Research in
Mobile Vehicular Ad hoc Networks
123
RaduPopescu-Zeletin IljaRadusch
Fraunhofer-InstitutfürOffene Fraunhofer-InstitutfürOffene
Kommunikationssysteme Kommunikationssysteme
(FOKUS) (FOKUS)
Kaiserin-Augusta-Allee31
Kaiserin-Augusta-Allee31
10589Berlin
10589Berlin
Germany
Germany [email protected]
[email protected]
MihaiAdrianRigani
Fraunhofer-InstitutfürOffene
Kommunikationssysteme
(FOKUS)
Kaiserin-Augusta-Allee31
10589Berlin
Germany
[email protected]
ISBN978-3-540-77142-5 e-ISBN978-3-540-77143-2
DOI10.1007/978-3-540-77143-2
SpringerHeidelbergDordrechtLondonNewYork
LibraryofCongressControlNumber:2010924046
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Contents
1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 WhyVehicularCommunication? . . . . . . . . . . . . . . . . . 2
1.3 ArchitectureLayers. . . . . . . . . . . . . . . . . . . . . . . . 3
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2 ApplicationsofVehicularCommunication . . . . . . . . . . . . . . 5
2.1 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.1.1 CriticalTrafficSituations . . . . . . . . . . . . . . . . 9
2.1.2 ClassificationofSafetyApplications . . . . . . . . . . 17
2.1.3 NormalTransmissionScheme . . . . . . . . . . . . . 20
2.1.4 BidirectionalTransmissionScheme. . . . . . . . . . . 22
2.1.5 Non-autonomousSystems . . . . . . . . . . . . . . . 23
2.1.6 QuickWarningAlerts . . . . . . . . . . . . . . . . . . 25
2.2 ResourceEfficiency . . . . . . . . . . . . . . . . . . . . . . . 30
2.2.1 AutonomousSystems . . . . . . . . . . . . . . . . . . 31
2.2.2 NormalTrafficAlerts . . . . . . . . . . . . . . . . . . 31
2.3 Infotainment . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.3.1 AdHocServices . . . . . . . . . . . . . . . . . . . . 34
2.3.2 ProviderServices . . . . . . . . . . . . . . . . . . . . 35
2.4 SummaryofApplicationRequirements . . . . . . . . . . . . . 35
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
3 CommunicationRegimes. . . . . . . . . . . . . . . . . . . . . . . . 39
3.1 BidirectionalCommunicationRegime . . . . . . . . . . . . . . 40
3.2 PositionBasedCommunicationRegime . . . . . . . . . . . . . 42
3.3 Multi-HopPositionBasedCommunicationRegime . . . . . . . 44
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
4 InformationintheVehicularNetwork . . . . . . . . . . . . . . . . 47
4.1 AccuracyofInformation . . . . . . . . . . . . . . . . . . . . . 48
4.2 TimeCriticalInformation . . . . . . . . . . . . . . . . . . . . 49
4.3 TimeandDistanceforBraking . . . . . . . . . . . . . . . . . . 49
4.4 TimeandDistanceforOvertaking . . . . . . . . . . . . . . . . 56
v
vi Contents
4.5 TimeZonesforProactiveApplications . . . . . . . . . . . . . 58
4.5.1 DataRequirements . . . . . . . . . . . . . . . . . . . 58
4.5.2 NetworkRequirements . . . . . . . . . . . . . . . . . 60
4.5.3 TheCooperativeCollisionAvoidanceSystem . . . . . 61
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
5 Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
5.1 Multi-hopRoutingProtocols . . . . . . . . . . . . . . . . . . . 69
5.1.1 AdHoconDemandDistanceVector(AODV) . . . . . 69
5.1.2 GridLocationService(GLS) . . . . . . . . . . . . . . 71
5.1.3 GreedyPerimeterStatelessRouting(GPSR) . . . . . . 74
5.1.4 GeographicSourceRouting(GSR) . . . . . . . . . . . 75
5.1.5 Contention-BasedForwarding(CBF) . . . . . . . . . . 76
5.1.6 Octopus . . . . . . . . . . . . . . . . . . . . . . . . . 80
5.1.7 AdvancedGreedyForwarding(AGF). . . . . . . . . . 81
5.1.8 PreferredGroupBroadcasting(PGB) . . . . . . . . . . 81
5.2 SecureMulti-hopRouting . . . . . . . . . . . . . . . . . . . . 84
5.2.1 AuthenticatedRoutingforAdHocNetworks
(ARAN) . . . . . . . . . . . . . . . . . . . . . . . . . 84
5.2.2 SecureAdHoconDemandVector(SAODV) . . . . . 85
5.2.3 SecureLinkStateRoutingProtocol(SLSP) . . . . . . 86
5.2.4 SecurePositionAidedAdHocRouting(SPAAR) . . . 86
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
6 MediumAccessforVehicularCommunications . . . . . . . . . . . 89
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
7 PhysicalLayerTechnologies . . . . . . . . . . . . . . . . . . . . . . 99
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
8 Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Chapter 1
Introduction
Universalvehicularcommunicationpromisesmanyimprovementsintermsofacci-
dent avoidance and mitigation, better utilization of roads and resources such as
timeandfuel,andnewopportunitiesforinfotainmentapplications.However,before
widespreadacceptance,vehicularcommunicationmustmeetchallengescomparable
tothetroubleanddisbeliefthataccompaniedtheintroductionoftrafficlightsback
then.Thefirsttrafficlightwasinstalledin1868inLondontosignalrailway,butonly
later,in1912,wasinventedthefirstred-greenelectrictrafficlight.Androughly50
yearsafterthefirsttrafficlight,in1920,thefirstfour-waytrafficsignalcomparable
toourtoday’strafficlightswasintroduced.
Theintroductionoftrafficsignalswasnecessaryafterautomobilessoonbecame
prevalentoncethefirstcarinhistory,actuallyawoodenmotorcycle,wasconstructed
in 1885. Soon, the scene became complicated, requiring the introduction of the
“right-of-way”philosophyandlaterontheveryfirsttrafficlight.
Inthesamewaythetrafficlightwasanecessarymeantoregulatethebeginning
oftheautomotivelifeandtoprotectdrivers,passengers,aswellaspedestriansand
other inhabitants of the road infrastructure, vehicular communication is necessary
toaccommodatethefurthergrowthoftrafficvolumeandtosignificantlyreducethe
numberofaccidents.
Vehicular communication cannot only create an extended virtual information
horizon,warningdriversearlyofdangersaheadandtherebyavoidingaccidents,but
also allows for mitigation of unavoidable accidents by advanced short-range com-
municationbetweenthecarsinvolved.Furthermore,asthesystemsstabilize,vehicle
communication can evolve into paradigms such as cooperative driving analog to
traffic lights evolved from man-controlled lamps to automatic traffic management
systems. Already, today’s literature suggests that cooperative driving is more effi-
cient,providesmoresafetyandimprovementsoftraffic-flowstability.Cooperative
behaviorisverybeneficialtoimproveexistingapplicationssuchasautomaticadap-
tationofspeedwiththevehicleinfront(eachvehicleisdrivenbyahumandriver)or
automaticfollowingofaleadingvehicleformingaplatoonofvehicles(onlyleader
isdrivenbyhumandriver).Butcooperativebehaviorcangomuchfurther,providing
forthefirsttimeapossiblesolutiontoachieveapplicationssuchascollisionavoid-
ance or automatic merging of vehicles on the highway, which without vehicular
communicationwereonlyadream.Asoftoday,thegoalofcooperativedrivingis
R.Popescu-Zeletinetal.,Vehicular-2-XCommunication, 1
DOI10.1007/978-3-540-77143-2_1,(cid:2)C Springer-VerlagBerlinHeidelberg2010
2 1 Introduction
tocorrecterrorsordeviationsfromtherequiredbehaviorindangeroussituationson
behalfofthedriver.
1.1 Overview
This book describes the various aspects of vehicular communication such as
medium access control, routing, security, and accompanying standards along the
ISO OSI reference model. Furthermore, future automotive applications such as
cooperative driving maneuvers utilizing vehicular communication are introduced
anddescribedindetail.Moreover,orthogonaltothisdescriptionofvehicularcom-
municationtechnologies,anoveltestingandsimulationapproachcombiningcurrent
approaches for traffic and network simulations is introduced as a method for vali-
datingtheintroducedautomotiveapplications.Researchanddevelopmentprojects
are also outlined. We strongly believe that the results will be introduced soon due
to:
• Trafficflung
• Costs(humanlyandmaterially)oftheaccidents
• Strongerneedofenvironmentpreservation
Traffic flung refers to increased and still increasing traffic in all industrialized
countries all over the world, which leads to the increasing number of accidents.
Therefore,onemainobjectiveoftheEuropeanUnionistoreducetrafficaccidents
byhalfintheendof2010.
Inordertomaximizethesafetybenefitsgainedfromnewvehicletechnology,the
focusshouldbebothoninnovationandimplementation.
1.2 WhyVehicularCommunication?
Inthebeginningofvehicleindustry,streetsanddifferenttypesofvehicleswerecon-
sideredasautonomoussystems.Later,theinfluenceofeachotheronlyinsize,but
sharing common resources, introduced regulations on the streets that, again, were
consideredautonomousvehiclesystems.Today,thenumberofaccidentsandtraffic
jamsisincreasing,duetoacontinuousgrowingnumberofvehiclesandanimper-
fectresourcesharing.Thenextstepwouldbetocreateanewwayofcontrollingthe
system.Thisreferstonewkindofapplicationsthatwillenablethefullyautomated
carofthefuturetodrivebyitself.Today,thefocusliesontheautomationofspecific
difficult driver maneuvers. These maneuvers, without automation, are leading to a
growingnumberofaccidents.Examplesofsuchapplicationsare:automaticspeed
adaptation to follow a leader on the highway, automatic entrance on the highway
or self parking. To achieve such tasks, a great step forward would be to use envi-
ronmental perception of surroundings by vehicle communication in the so called
cooperativeapproach[1,2].
1.3 ArchitectureLayers 3
Researchonintelligenttransportsystemsdatesbackinthelate1980sandbegin-
ning of 1990s. Since its beginning, research shifted from Automated Highway
Systems(AHS)totheIntelligentVehicleInitiative(IVI),tryingtoimproveSafety
(drivers and other road users), Resource Efficiency (use of roads as well as use of
fuel)andInfotainment/AdvancedDriverAssistantSystems(ADAS).
Sincethebeginningofresearchinintelligenttransportsystems,therehavebeen
three areas that can possibly be improved: Vehicles (e.g. adaptive cruise control,
collision avoidance systems), Roads (e.g. adaptive speed control, advanced traffic
management),andDrivers(e.g.byprovidingadvancetrafficinformation,collision
warnings).Ofcourse,mostresearchprojectsfollowedamixedapproach,tryingto
improveallthreeareas.
Furthermore,thegeneralfeasibilityandtechnologicalmaturityofadaptivecruise
controlisalsodemonstratedbyvehiclemanufacturersastheyalreadyincludefea-
tures like detecting the leading vehicle and maintaining appropriate distances as
well as support for stop-and-go traffic in their luxury-lines of cars. However, the
longtermimpactofthesetechnologiestoroadsafetyandtrafficefficiencyhasyet
to be verified in, e.g., large scale field-tests. Again, current research investigates
how inter-vehiclecommunication canincrease theproactive safetyand isoutlined
inmoredetailbelow.
Examplesofthevehicularcommunicationbenefitsareapplicationssuchasdif-
ferent warnings (on road incidents or traffic alerts) as well as improvement of
classicapplicationssuchasautomaticadaptationofspeedaccordingtothevehicle
infront(CooperativeAdaptiveCruiseControl),assistantmergingofvehiclesonthe
highway(CooperativeMerging),assistantfollowofaleadingvehicle(Cooperative
Platooning), assistant avoidance of collisions (Cooperative Collision Avoidance).
Theword“Cooperative”fromtheaboveapplicationsmeansthatvehiclescooperate
with each other by exchanging information by means of vehicle to vehicle com-
◦
munication. This communication offers features such as: full 360 around vehicle
situationawareness thatisfarmorereliablethanlocal sensorsandprovides abig-
ger coverage area in all directions, warnings about different hidden hazards such
asaccidentsorobstaclesbehindacurve.Suchfeaturesareunbeatablecomparedto
existenttechnologiessuchasnormalradarbasedsensors.Onebigdrawbackofthe
sensorsisthattheyareinfluencedbyweatherconditionsandbymudordirt.
Thevehicularcommunicationopensupnewfeatures,butlet’sseehowthistech-
nology can be implemented. In the next chapter, we present a fundamental design
ofsuchasystem.
1.3 ArchitectureLayers
Thetransmissionoftheinformationinthevehicularnetworkmaybedoneinmul-
tiple ways according to the application. We define three communication regimes:
bidirectional,single-hopandmulti-hoppositionbased.Eachregimeisdesignedfor
a specific communication. Bidirectional is a classic communication in both direc-
tions.Theothertworegimesareone-waycommunications.Single-hopisafastone,