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Christian Lochert
Hannes Hartenstein
Jing Tian
Network Laboratories
NEC Europe Ltd.
Heidelberg, Germany
lochert@ccrle.nec.de
Network Laboratories
NEC Europe Ltd.
Heidelberg, Germany
hartenst@ccrle.nec.de
Holger Fler
Dagmar Hermann
Martin Mauve
Abstract
Routing of data in a vehicular ad hoc network is a challenging task due to the high dynamics of such a network.
Recently, it was shown for the case of highway traffic
that position-based routing approaches can very well deal
with the high mobility of network nodes. However, baseline position-based routing has difficulties to handle twodimensional scenarios with obstacles (buildings) and voids
as it is the case for city scenarios. In this paper we analyze a position-based routing approach that makes use of
the navigational systems of vehicles. By means of simulation we compare this approach with non-position-based ad
hoc routing strategies (Dynamic Source Routing and AdHoc On-Demand Distance Vector Routing). The simulation makes use of highly realistic vehicle movement patterns derived from DaimlerChryslers Videlio traffic simulator. While DSRs performance is limited due to problems
with scalability and handling mobility, both AODV and the
position-based approach show good performances with the
position-based approach outperforming AODV.
1 Introduction
Communication between vehicles by means of wireless
technology has a large potential to improve traffic safety
and travel comfort of drivers and passengers. Current advances in the field of wireless ad hoc networks show that
inter-vehicle communication based on vehicular ad hoc networks is a feasible approach that has a competitive edge over
cellular network-based telematics with respect to several aspects: low data transport times for emergency warnings, robustness due to the networks mesh structure, and low costs
for usage due to the use of unlicensed frequency bands. The
1 This work has been carried out within the framework of the FleetNet
project as part of BMBF contract no. 01AK025D. J. Tian acknowledges
support from EU IST Project CarTalk 2000 (IST-2000-28185).
edge, our study is the first one that evaluates ad hoc routing
protocols over a realistic vehicle movement pattern for a city
scenario. The vehicular traffic simulation was done using a
simulation tool of DaimlerChrysler and is based on actual
traffic measurements taken in the city of Berlin, Germany.
The paper is structured as follows: In Section 2 we first discuss the challenges of position-based routing in a city scenario, show the shortcomings of existing approaches and
then outline our algorithm that is based on ideas from the
Terminodes project [2] and on a proposal presented in [15].
Section 4 gives details on the generation of the vehicle
movement patterns used in our simulation study. The results of the routing protocol simulations are presented and
discussed in Section 5. Section 6 summarizes our analysis
and outlines open issues.
w
w
u
(a) GG
(b) RNG
Figure 1: Gabriel Graph and Relative Neighborhood Graph criteria for planarization: the edge between u and v is eliminated when there is another node in the grey-shaded
region.
w
x
b
w_2
v
u
w_1
(a) Working
Perimeter
Mode
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a
a
S
method that is supported by a map of the city. It is called Geographic Source Routing (GSR). The presence of a map is a
valid assumption, e.g., when vehicles are equipped with onboard navigation systems. As outlined in the introduction to
position-based routing above, we make use of our reactive
location service in order to learn the current position of a
desired communication partner.
are enough vehicles on a street to provide connectivity between the two involved junctions, there is a large potential
to improve our results by other path-finding strategies. Simulations results for the outlined methods in comparison to
non-position-based routing strategies are given in Section 5.
The following section provides some insight into the modeling of the vehicles in a city environment.
time: 2.00245
tions.
0.9
1.6
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time [sec]
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GSR 500
AODV 500
DSR 500
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GSR 500
DSR 500
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distance [m]
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distance [m]
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16384
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8192
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# hops
bandwidth [kbps]
4096
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256
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128
AODV 500
GSR 500
DSR 500
64
32
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distance [m]
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GSR 500
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DSR 500
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distance [m]
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proach, the packets flooded during the reactive location request period are of constant size.
The observed latency Fig. 9 for the first packet of a connection is similar for DSR and GSR approaches with a small
advantage for DSR. This was to be expected since the route
establishment in DSR and the location discovery in positionbased routing are very similar. The usage of expanding ring
search technique of AODV is responsible for the higher latency since it is a trade-off between bandwidth consumption
and latency.
In contrast to DSR where a node drops a packet when route
breaks occur GSR uses some recovery strategies (fall back
on greedy mode) to by-pass this particular node. As can be
seen in Fig. 10 this strategy implies a slightly longer route to
the destination node. AODV using routing tables instead of
source routes shows similar results to GSR. One can assume
that DSR is much more aggressive in routing to a destination, i.e., uses the node with the largest progress which also
could go out of radio range shortly. This would lead to more
route breaks involving more packet drops which we have
seen in our simulations.
0.8
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0.1
GSR 500
GSR 250
0
500
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distance [m]
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4000
Figure 11: Packet delivery ratio of GSR for case 250 m and 500 m
transmission range.
Avg. Delivery Rate
1
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distance [m]
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Figure 12: Comparison of DSR with 802.11 and with an idealized MAC scheme with (almost) unlimited bandwidth
available.
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