Research on Vehicular Ad Hoc Networks

Yue Liu1, Jun Bi2, Ju Yang1

1. School of Information Science and Engineering, University of Jinan, Jinan 250022, China E-mail: ise_liuy@ujn.edu.cn 2. School of Traffic and Transportation, Beijing Jiaotong University, Beijing 100044,China E-mail: bijun@jtys.bjtu.edu.cn Abstract: Vehicular Ad Hoc Networks is a kind of special wireless ad hoc network, which has the characteristics of high node mobility and fast topology changes. The Vehicular Networks can provide wide variety of services, range from safety-related warning systems to improved navigation mechanisms as well as information and entertainment applications. So a lot of work and research is being conducted to study problems of related to the vehicular communications. These problems include network architecture, protocols for physical and link layers, routing algorithms, as well as security issues. In this article we provide a review for the researches related to Vehicular Ad Hoc Networks. Key Words: Vehicular Ad Hoc Networks, mobility, vehicular communication, protocols, route

INTRODUCTION

In 1999, the Federal Communication Commission (FCC) allocated a frequency spectrum for vehicle-vehicle and vehicle-roadside wireless communication. The Commission then established Dedicated Short Range Communications (DSRC) Service in 2003. DSRC is a communication service that uses the 5.850-5.925 GHz band for the use of public safety and private applications [1]. The allocated frequency and newly developed services enable vehicles and roadside beacons to form Vehicular Ad Hoc Networks (VANETs), in which the nodes can communicate wirelessly with each other without central access point [2]. Vehicles are becoming computers on wheels; or rather computer networks on wheels. In this type of networks, the vehicles are the mobile nodes of the network. VANETs are start-of-the-art technology integrating ad hoc network, wireless LAN (WLAN) and cellular technology to achieve intelligent Inter-Vehicle Communications (IVC) and Roadside-to-Vehicle Communications (RVC). VANETs share some common characteristics with general Mobile Ad Hoc Network (MANET). Both VANET and MANET are characterized by the movement and self-organization of the nodes. But they are different in some ways. Because of the high nodes mobility and unreliable channel conditions [3], VANETs have unique characteristics which pose many challenging research issues, such as data dissemination, data sharing, and security issues. Recently, the promises of wireless communications to support vehicular applications have led to several research projects around world: In US, FCC allocated DSRC spectrum to increase traveler safety, reduce fuel consumption and pollution, and continue to advance the nation's economy [4]. National Highway Traffic Safety Administration (NHTSA) and the automotive OEMs created the Vehicle Safety Communication Consortium

(VSCC) to promote V2V networking for safety. There are several projects that focus on developing intelligent vehicles based on DSRC, including Electronic Toll Collection service (ETC), Advanced Cruise-Assist Highway System (AHS), Vehicle Information and Communication System (VICS) [5], FleetNet [6], AutoNet [7], and the Path [8]. The Car 2 Car Communications Consortium developed the C2C-CC project [9] in Europe, and the related projects include eSafetySupport [10], PReVENT project [11], Network on Wheels project [12], COMeSafety[13] etc. The Internet ITS (Intelligent Transportation Systems) Consortium [14] in Japan is one of the samples of VANETs projects. In this paper we provide an overview of the technologies and ongoing research related to VANETs. The remainder of this article is organized as follows. Section 2 we provide the necessary background on VANETs and related research problem. Section 3, various proposals are discussed in every layer of VANETs, including the physical, link, network layer. Section 4, security issues is proposed. Finally, concludes the paper in section 5.

VANET

VANETs have turned into an important research area over the last few years. VANETs are distinguished from MANET by their hybrid network architectures, node movement characteristics, and new application scenarios. 2.1 Characteristics

Drive behavior, constraints on mobility, and high speeds create unique Characteristics in VANETs. These characteristics distinguish them from other mobile ad hoc networks, and the major characteristics are as follows: z High mobility and Rapid changing topology: Vehicles move very fast especially on highways. Thus, they stay in the communication range of each other just for several seconds, and links are established and broken fast. When the vehicle density is low or existing routes break before constructing new routes, it has higher probability that the

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vehicular networks are disconnected. So, the previous routing protocols in MANET are not suitable for VANETs. z Geographic position available: Vehicles can be equipped with accurate positioning systems integrated by electronic maps. For example, GPS receivers are very popular in cars which help to provide location information for routing purposes. z Mobility modeling and predication: Vehicular nodes are usually constrained by prebuilt highways, roads and streets, so given the speed and the street map, the future position of the vehicle can be predicated. Vehicles move along pre-defined paths, this provides an opportunity to predict how long routes would last compared to arbitrary motion patterns like the random waypoint model [15]. z Hard delay constraints: In VANETs applications, such as the collision warning or Pre-Crash Sensing, the network does not require high data rates but has hard delay constraints, and the maximum delay will be crucial. z No power constraint: Since nodes are cars instead of small handheld devices, power constraint can be neglected thanks to always recharging batteries. 2.2 System Architectures System architectures can be divided into different forms according different perspective in VANETs. From the vehicular communication perspective speaking, it can be categorized into road-vehicle communication (RVC, also called C2I) systems and inter-vehicle communication (IVC, also called C2C) systems [16]. But in C2C-CC, three distinct domains are comprised as shown in Figure 1[9]. But from the point of view of network architecture, the VANETs system architecture is divided into five layers: Physical Layer, MAC Layer, Network Layer, Transport Layer, and Application Layer.

group of research focuses on enabling the delivery of This messages and files in a vehicular network to the target receivers with acceptable performance. A group of applications, such as accident and road construction warning systems, require the network protocols to forward messages from a sender to only relevant receivers based on the location and driving direction. Also, safety applications are time sensitive and should be given priority over non-safety applications. (2) Comfort service Another kind of applications focuses on connecting the vehicles to the Internet using roadside beacons and inter-vehicles communications. Authors in [18] envision a future vehicular communication scenario in which the vehicles can communicate to roadside Internet gateway via the ad hoc network as shown in Figure 2.

Fig 2. Future Vehicular Communication Scenario

2.4 Main Research Topics In VANETs, there are four hot topics to be studied as following: z Mobility modeling Characterizing the motion of vehicles on a road is a difficult task. There can be no one good way to do that. It depends on the layout of the road, the traffic density, and of course the behavior of the drivers [19]. Vehicular traffic flow theory is typically classified as macroscopic or microscopic [20]. When following a macroscopic approach, one focuses on system parameters like traffic density (number of vehicles per mile per lane) or traffic flow (number of vehicles per hour crossing an intersection) in order to compute a road's capacity or the distribution of traffic on a stretch of road. In general, from a macroscopic perspective, vehicular traffic is viewed as a fluid and existing fluid models are applicable. In contrast, with a microscopic approach, the movement of each individual vehicle is characterized with spatial and temporal dependence being important characteristics. z Scalability issues One of the main challenges inherent to the deployment of VANETs is operability, both in very sparse and in highly overloaded networks [21]. VANET must work in situations with a very small density of road traffic and in situations with a very high traffic density, such as traffic jams and major intersections road. The number of active nodes (vehicles) and protocol design have a great impact on scalability.

Fig 1. C2C-CC draft reference architecture [9]

2.3 Application Service VANETs indicate its potential with regard to safety, traffic efficiency, and comfort. The prospective applications of VANETs are categorized into two groups as comfort and safety applications [17]: (1) Safety service

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z Efficient Channel Utilization Broadcast and multicast is the most frequently used method in VANETs. Available wireless bandwidth is scarce, especially broadcast applications demand high bandwidth [22]. Broadcast packets are used for not only disseminating traffic related and safety related information but also discovering explicit routes in routing. Furthermore, integration of VANETs and the Internet requires the highest possible throughput from VANETs to allow large number of vehicles to connect to the Internet at the same time. z Security and privacy Security is crucial in network [23]. Security issue is prominent in VANETs because the networks are publicly available in any roads at any time. For example, it is essential to make sure that life-critical information cannot be inserted or modified by an attacker; likewise, the system should be able to help establishing the liability of drivers; but at the same time, it should protect as far as possible the privacy of the drivers and passengers. In addition, the importance of privacy is different in global countries and regions worldwide due to historic experiences and the legal regulations.

ITS band of 5.9 GHz (5.85-5.925 GHz). The basic data rate of IEEE 802.11p is 3 Mbps for a 10MHz channel but higher data rates up to 27 Mbps are also possible. 3.2 MAC Layer Currently, most of the research is focused on the development of a suitable MAC layer, as well as potential applications ranging from collision avoidance to onboard infotainment services. In order to avoid transmission collisions in VANETs, a reliable and efficient medium access control protocol is needed. But efficient medium sharing is more difficult due to high node mobility and fast topology changes of VANETs. Two main approaches have been developed MAC layer to avoid transmission collisions. One approach is based on IEEE 802.11p and IEEE P1609.4 [28]. An alternative approach is Ad Hoc MAC, such as RR-ALOHA. The basic MAC and MAC extension layers of WAVE are standardized in IEEE 802.11p and P1609.4, respectively. IEEE 802.11p is designed as a globally synchronized multi-channel scheme (WAVE MAC protocol) based on the Coordinated Universal Time (UTC), where nodes can switch between channels (US) or transceiver on multiple channels simultaneously (dual transceiver in Europe). In general, IEEE 802.11p and IEEE1609.4 are the technical basis for the C2C-CC Radio System, and the adopted MAC algorithm is the standard Carrier Sense Multiple Access with Collision Avoidance (CSMA/CA). Borgonovo et al. [29-30] are currently studying a new protocol, named Reliable R-ALOHA (or RR-ALOHA), which use Reservation ALOHA (R-ALOHA) for distributed channel assignment. This protocol transmits additional information to let all nodes be aware of the status of each slot, thus safely allows the same reservation procedure of R-ALOHA to happen in IVC. Besides of the two main approaches in developing MAC for VANET, there are many MAC protocols have been proposed, such as VMESH MAC[31] and RMAC[32], Clustering-Based Multichannel MAC [33] more enhancing the performance of non-safety or safety applications in vehicular environments will be studied. 3.3 Network Layer On top of the radio layers MAC and PHY of the specific wireless technologies, the network layer provides wireless multi-hop communications based on geographical addressing and routing, and executes functions specific to vehicular communications like congestion control and vehicular movement dissemination. Efficient dissemination and unicast or broadcast protocols must work reliably and efficiently in all scenarios. In order to meet the requirements in both dense and sparse vehicle densities, the network layer should provide appropriate algorithms and schemes. Several applications of VANETs critically rely on routing protocols (unicast, multicast, broadcast, geocasting, etc.). These protocols originate from prior ad hoc network architectures but have been extensively redesigned by targeting the unique characteristics and needs of VANET scenarios and applications [34].

RELATED PROTOCOLS

3.1 Physical Layer Besides of the technical issues such as the antenna and modulation in physical layer, we focus on the frequency spectra used by different IVC in this section. In US, the Federal Communications Commission (FCC) has recently allocated 75 MHz of spectrum at 5.850-5.925 GHz for DSRC. A wide spectrum of services, including safety applications, real-time traffic management, traveler information, on-broad entertainment and mobile Internet access, will be offered by the DSRC VANET. In Europe, CAR 2 CAR Communication is located in the band between 5.885-5.905GHz. The adaptation of UTRA-TDD for VANET communications was studied in the C2C-CC project but this is still an open area and some projects adapt IEEE 802.11 for their studies. UTRA-TDD standard, however, can provide a maximum data rate of 2 Mbps for still nodes and 384kbps for mobile nodes [24]. In Japan, 5.8GHz DSRC was used by DEMO 2000 and 60 GHz millimeter wave has been tested to evaluate its performance under the hidden terminal situation [25]. IEEE 802.11 is a set of standards for wireless local area network (WLAN) computer communication, developed by the IEEE LAN/MAN Standards Committee (IEEE 802) in the 5 GHz and 2.4 GHz public spectrum bands. The most popular are those defined by the 802.11a, 802.11b and 802.11g protocols, and are amendments to the original standard. But IEEE 802.11a/b/g is not special vehicular standard. For future VANETs, IEEE 802.11 [26] represents a cost-efficient and widely deployed solution that will be applied in On-Board Unit (OBUs) and Road-Side Unit (RSUs). IEEE 802.11p is a draft amendment to the IEEE 802.11 standard to add wireless access in the vehicular environment (WAVE) [27]. It defines to enhancements 802.11 required to support ITS applications. This includes data exchange between high-speed vehicles and between the vehicles and the roadside infrastructure in the licensed

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z Broadcast: Safety related applications, for example forward/backward collision warnings, lane change assistance, call for the delivery of messages to all nodes located close to the sender with high delivery rate and short delay. The kind of application is very suitable to use the broadcasting technology. A lot of different approaches can be taken to broadcast a message to each node in VANETs [35-38], including Flooding, Probabilistic Broadcast, Counter- Based Broadcast, Location-Based Broadcast, and Cluster- Based Broadcast. Since broadcast will bring lots of redundant packet for vehicle may gain the packet more than one time, which is called the broadcast storm which will consume the bandwidth and increase the collision. N. Wisitpongphan et al. [39] describe three solutions to provide more efficient broadcasts in VANETs. Providing reliable broadcasts in a vehicular ad hoc network is still an open issue of research. z Unicast routing: In VANETs, geographic or hybrid geographic routing protocols are often preferred. Also, the carry-and-forward strategy is used to overcome intermittent connectivity; when disruption happens, a node stores a packet in its buffer and waits until connectivity is available. J. Bernsen [40] classifies and characterizes the existing unicast routing protocols for VANETs, and also provide a qualitative comparison of them. z Geocast: Using GPS information, special messages can be sent to a specific group in a related area. This type of communication is called geocasting [41]. Overview of the geocast routing protocols can be found in [42] and C. Maihfer propose a classification of geocast protocols. When geocast applications require a geocast message to stay in a predefined region for a specific time, this type of service is called the abiding geocast [43]. A. Bachir [44] propose a geocast for inter-vehicle communication based on [45, 46], which is more effective and scalable dissemination of the alarm message in risk areas of a given accident. Vehicles in risk area define a multicast group. This approach does not require maintenance of neighbor tables, and instead of detection of new neighbors, it uses periodic broadcasts to overcome network fragmentation. C. Maihofer et al. [47] propose three different approaches to a time stable geocast - a geocast that enables a message to persist for a certain period of time. In 2005, C. Maihofer et al. [48] also proposed abiding geocast, a time stable geocast where messages are delivered to all nodes that are inside a destination region within a certain period of time and discussed design space, semantics, and strategies for abiding geocast. 3.4 Applications C2C-CC [9] system proposed six kinds of applications for vehicules: Vehicle 2 Vehicle Cooperative Awareness, Vehicle 2 Vehicle Unicast Eexchange, Vehicle 2 Vehicle Decentralized Environmental Notification, Infrastructure Vehicle, Local RSU Connection, and Internet Protocol Roadside Unit Connection. Uichin Lee. Uichin Lee [34] proceeded to classify a representative set of VANETs P2P applications based on the vehicles role in three kinds applications: Data Source Applications, Data Consumer Applications, and Data Producer/Consumer Applications. Data Source Applications provide an ideal platform for

mobile data gathering especially in the context of monitoring urban environments [49, 50]. Data Consumer Applications require high throughput network connectivity and fast access to desired data. Examples include locality-aware information (map based directions) and content for entertainment (streaming movies, music and ads) [51, 52]. Data Producer/Consumer Applications require location-aware data gathering/ dissemination and retrieval. Examples include services that report on road conditions and accidents, traffic congestion monitoring, and emergency neighbor alerts [53, 54].

SAFETY

Most of the critical messages in VANETs are broadcast oriented safety messages that should have a deep penetration and should be delivered in a short time. Additionally these messages must be secure and must not leak personal, identifying, or linkable information to unauthorized parties, as the owners of the vehicles involved in the communication have a right to privacy. Attacks can be sending bogus information, cheating with position information, tracking a location of a vehicle, jamming the channel for Denial of Service and pretending to be another vehicle [55]. A security system in VANETs must have the following features: z Authentication: There can be malicious and genuine sources for messages in VANETs. Authentication is the ability to distinguish between these sources. z Data Integrity: The data received are exactly as sent by the authorized entity without any modification. Senders can be legitimate while the message contains false data. z Anonymity: The physical identity of the originator of a message should not be easily identifiable from the message. z Availability: Availability of the channel should be supported when the system is under Denial-of-Service attacks like channel jamming. z Low Overhead: The messages being time critical, the security overheads should retain the usefulness of the message. z Privacy: The privacy of drivers against unauthorized observers must be guaranteed unless there is a judge order. z Real-time constraints: A slow security system should not harm the real-time constraints of VANETs. In addition, general security architectures without specific protocols are proposed in literature [56-57]. The use of digital signatures in the vehicular environment is discussed in [58]. Methods to detect and correct malicious data are proposed in [59].

CONCLUSION

As a result of the substantial advances in the wireless technology, vehicles are becoming a part of the global network. In this paper we have provided an overview of the development of the communication standards and ongoing research for vehicular networks. Although many problems are not yet solved, the general feeling is that vehicles could benefit from spontaneous wireless communications in a near future, making VANETs a reality. Vehicular networks will not only provide safety and life saving applications, but

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they will become a powerful communication tool for their users.

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