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Fundamental analysis of a car to car visible

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CONFERENCE PAPER · JULY 2014

DOI: 10.1109/CSNDSP.2014.6923977

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 2014 9th International Symposium on Communication Systems, Networks & Digital Sign (CSNDSP)

Fundamental Analysis of a Car to Car

Visible Light Communication System

Pengfei Luo, Zabih Ghassemlooy, Hoa Le Minh, Xuan Tang

Edward Bentley, Andrew Burton Department of Electronic Engineering
Optical Communications Research Group, NCRLab, Tsinghua University
Faculty of Engineering and Environment, Beijing, China
Northumbria University, Email: xtang2012@gmail.com
Newcastle-upon-Tyne, United Kingdom
Email: {Oliver.luo, Z.ghassemlooy, Hoa.le-minh,
Edward.bentley, Andrew.burton}@northumbria.ac.uk

Abstract—This paper presents a mathematical model for car-
to-car (C2C) visible light communications (VLC) that aims to
predict the system performance under different communication
geometries. A market-weighted headlamp beam pattern model is
employed. We consider both the line-of-sight (LOS) and non-line-
of-sight (NLOS) links, and outline the relationship between the
communication distance, the system bit error rate (BER)
performance and the BER distribution on a vertical plane.
Results show that by placing a photodetector (PD) at a height of
0.2-0.4 m above road surface in the car, the communications
coverage range can be extended up to 20 m at a data rate of
2Mbps.
Keywords—car-to-car communication; visible light
communication; road reflection; LED; bit error rate
I. INTRODUCTION
As an emerging new technology, the visible light
communication (VLC) has gained more and more attention in
recent years in both academia and industry. With the
development of high-intensity light-emitting diode (LED)
devices, the luminous efficiency of today’s commercial white
LED (WLED) has increased to 150 lm/w, which is almost 10
times that of the tungsten incandescent lamp [1]. In addition,
WLEDs have an expected lifespan of over 15,000 hours, at
least 10 times that of incandescent bulbs [2]. Moreover, LEDs
are smaller in size and have greater physical robustness.
Furthermore, LEDs can be switched on and off at speeds <1μs
[3], thus enabling its application for dual purpose of data
transmission as well as illumination ü a characteristics no
other devices can offer [4]. As a result we are witnessing an
explosive growth in the use of LED lamps as replacement of
the conventional lamps, which creates exciting opportunities
for lighting and telecommunications industry and academia to
change the way we use lighting and communication.
According to the Global status report on road safety 2013:
supporting a decade of action [5] issued by the World Health
Organization (WHO), about 1.24 million road traffic deaths
occurred on the world’s roads in 2010. As the number of
vehicles increase every year, urgent actions and concerted
efforts are needed to prevent and reduce car accidents as well
as improving road safety. In an effort to improve road safety,
traffic flow, and environmental concerns, there has been a
growing interest in the field of intelligent transportation
system (ITS). ITS involves the application of the advanced
information processing, control technologies, sensors, and
wireless communications in an integrated approach to improve
the functioning of the road transportation systems [6].
Current ITS research activities, products and
standardizations are mainly for the deployment of radio
frequency (RF) based communication technologies for
wireless connectivity in vehicular networking. The VLC
technology using the wavelength band from 390 to 750 nm
has many inherent advantages over the RF based dedicated
short range communication (DSRC) technology, which is
intended for ITS applications. Firstly, VLC offers low
complexity and a low cost, particularly in places where LED
lamps are already installed in vehicles, traffic lights and street
lights. Secondly, high precision positioning, owing to the high
directional line-of-sight (LOS) propagation characteristics.
The VLC based positioning technology is able to reduce the
positioning error to tens of centimetres, which is more
accurate than the RF based positioning technology [7]. Thirdly,
high scalability [8], as vehicle density increases, e.g. during
rush hours, traditional RF will typically experience
undesirable packet collisions and longer delays as well as poor
packet reception rate [9]. However, using the VLC technology
vehicles only receive signals from their neighbouring vehicles
that will have the greatest impact on the safety, thus leading to
much reduced signal congestion. Table I shows the
comparison of VLC and RF (DSRC) schemes [10, 11].
TABLE I. COMPARISON OF VLC AND RF (DSRC) SCHEMES
Type VLC RF (DSRC)
Communication LOS – Point-to- Broadcasting -
Mode point Point-to-multipoint
Target data rate 400 Mbps 27 Mbps
Carrier frequency 400-790 THz 5.85-5.925 GHz
Licensing Free Required
Mobility Low - medium High
Power efficiency High Medium
Coverage area Low and narrow Long and wide

978-1-4799-2581-0/14/$31.00 ©2014 IEEE 1011

 2014 9th International Symposium on Communication Systems, Networks & Digital Sign (CSNDSP)

Nevertheless, integrating the VLC technology with the ITS
faces challenges including no standard model or unified
mathematical model for the car headlamp optical beam pattern,
the influence of the road surface (conditions and materials
used) on light, and the weather condition. The latter two will
affect the road surface reflection properties, received light
intensity, as well as maximum data rate that can be transmitted
due to multipath induced interference.
Some theoretical and experimental studies on C2C
communications based on VLCs have been reported in the
literature. In [12] the performance of outdoor ITS VLCs
employing direct sequence spread spectrum (DSSS)
modulation scheme has been studied in order to combat the
environmental noise and interference. The experimental
results demonstrate a communication link at 20 kbps over a
distance of 40 m. In [13] an overlay coding to improve the
data rate for high-speed-camera in VLC ITS system has been
proposed. Whereas in [14] an analytical study to obtain C2C
VLC channel models based on the measurement of light
distribution of an off-the-shelf scooter taillight has been
reported.
In this paper, we carry out system performance analysis for
C2C VLCs. A market-weighted headlamp beam pattern model
is employed and both the LOS and non-line-of-sight (NLOS)
links configurations are incorporated into the model. The
relationship between the communication range and the system
bit error rate (BER) performance is developed and for a
vertical plane we show the system BER distributions.
The rest of the paper is organized as follows. In Section II,
we describe the system configuration and outline the
mathematical model of a C2C VLC system. The BER
performances are investigated in Section III. Finally
conclusions and future work are given in Section IV.
II. VLC FOR C2C
In this section, the C2C VLC system model is presented.
In our model we consider the market-weighted head-lighting
pattern, the effects from the road surface reflection, and the
etc.), will cause multipath induced interference, which is not
desirable in communications.
According to the relevant regulations applicable to
headlamps issued by Economic Commission of Europe (ECE)
or Federal Motor Vehicle Safety Standards (FMVSS) of the
US, in order to insure that vehicles could provide good road
illumination while not to cause glare for other road users, the
lamp, reflective devices, and associated equipment must meet
specifics requirements [15]. Therefore, the Lambertian model,
which has been used widely in indoor VLC LED modelling,
cannot be used to model the real vehicle’s light pattern.
B. Headlamp Model
Both the high and low beam headlamps of vehicle are very
important as they provide a safe and comfortable driving
environment for the drivers and the road users, during day and
night times and in all weather conditions. High beams are used
for long-distance visibility with no oncoming cars, and low
beams, with an asymmetrical patter, provide maximum
forward and lateral illumination while minimize glare toward
oncoming cars and road users. To increase the reliability of
our modelling we have integrated the market-weighted
headlamp beam pattern model into the mathematical model.
The lamps for this market-weighted database [16] were
randomly selected from the top 90% of USA vehicle sales for
2010 and at last 25 samples were selected. Following
photometric data measurement using a goniophoto-meter, the
data were weighted by the current sales figure for the
corresponding vehicle.
The isocandela and isoilluminance diagrams of the road
surface from a pair of high-beam headlamps (luminous
intensities at the 50th percentile, lamp mounting height: 0.62
m, lamp separation: 1.12 m), and a pair of low-beam
headlamps (luminous intensities at the 50th percentile, lamp
mounting height: 0.66 m, lamp separation:1.20 m) are shown
in Fig. 2 and Fig. 3, respectively. It is apparent that for high-
beam headlamps, a narrow and flat beam is projected in a
(a). Isocandela diagram (cd)
20
Vertical angle (degree)

ambient noise. 30000

10
10000
A. C2C VLC System Model 0 3000

A typical C2C VLC scenario is shown in Fig. 1, where the 1000

-10
car on the left communicates with the car on the right using its 300

headlamp. As shown, the projected beam pattern is unique, -20

-30 -20 -10 0 10 20 30
and the received light is a combination of the LOS and Horizontal angle (degree)
reflected lights. Note that the reflected rays from the road (b). Iso-illuminance diagram (vertical lx)
surface, which depends on the pavement material, the angle of 20
incidence as well as the weather condition (fog, rain, snow 1
Lateral distance(m)

1
2 1
10 3 2
3105 5 3 2
20 10
0 50
3 30 20
10 5 3
5 2
-10 3 2
12 1 1
-20
0 20 40 60 80 100 120 140 160 180 200
Longitudinal distance(m)
T I Fig. 2. Isocandela and isoilluminance diagrams of the road surface from a
pair of high-beam headlamp, luminous intensities at the 50th percentile
(Lamp mounting height: 0.62 m. Lamp separation:1.12 m).
Fig. 1. C2C VLC and projected beam pattern.

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 2014 9th International Symposium on Communication Systems, Networks & Digital Sign (CSNDSP)

(a). Isocandela diagram (cd)

20 Lambertian profile
I
Vertical angle (degree)

10000 m=1
10
3000

0 1000

300 Diffuse Reflection

-10 Diffuse reflectivity U
100

-20 Fig. 5. Road surface reflection.

-30 -20 -10 0 10 20 30
Horizontal angle (degree)
(b). Iso-illuminance diagram (vertical lx) shown in Fig. 5. Here we assume m = 1, which leads to the
reflected radiant intensity R(I) as [18]:
1
Lateral distance(m)

10 2 1
3
5
3 2 cos I
5 20
50
10
30 5
1
R(I ) U (2)
0
50
10 0
20
10 3 2 S
1250330
20 10 5
5 3
-10 12
3 2
2
1
where U is the diffuse reflectivity, which varies with different
1
pavement materials, and I is the polar angle of the scattered
0 10 20 30 40 50 60 70 80 90 100 light. Fig. 6 shows the configuration of a typical C2C VLC
Longitudinal distance(m)
system, along with a low beam pattern on the road surface. In
Fig. 3. Isocandela and isoilluminance diagrams of the road surface from a order to get a clearer profile figure, we only illustrate the rays
pair of low-beam headlamp, luminous intensities at the 50th percentile from the right headlamp. It should be noted that photodetector
(Lamp mounting height: 0.66 m. Lamp separation:1.20 m). (PD) receives light from both the right and left headlamps.
z Since both the left and right headlamps have almost the
same output light distribution [19], we only carry out
y mathematical analysis for the right side headlamp.
D
E
Luminous Intensity
According to (1), the vertical illuminance ERA at the
x r location A with an area of dS is given by:
I(DE) (cd)
dZ T
dA
I R (D A , E A )sin T
dA'
ERA (3)
dT 2
Illuminance E (lx)
Fig. 4. Illuminance calculation. where T is the angle between the road surface normal direction
and the incident direction, IR(DA ,EA) is the luminous intensity
horizontal direction a few degrees to the left, providing a of the right side headlamp from the direction (DAEA), and dT
symmetrical illumination pattern on the road. However, the is the path length from headlamp to the point A.
low-beam headlamps provide an asymmetrical pattern
In this paper, we consider the luminous efficacy of
designed to offer adequate forward and lateral illumination, in
radiation (LER) of a high power phosphor-coated WLED to be
addition to controlling glare by limiting light being directed
250.3 lm/W [20]. Hence, for the right side headlamp the
towards the eyes of other road users.
vertical radiant flux dPRf at point A is expressed as:
The illuminance E on the road surface is given by [17]:
ERA ˜ dS I R (D A , E A ) sin T
d ) d ) dZ dZ I (D , E ) cos T dPRf dS (4)
E = ˜ I (D , E ) (1) LER LER ˜ dT 2
dA dZ dA dA r2
Consequently, the received optical power from a single
where d)is the luminous flux (lm), dA is the area of the road reflected path at the PD positioned on location B is given by:
surface (m2), d Zis the solid angle (sr), I(D,E) is the luminous
intensity (cd), DandE is the horizontal and vertical angle (in dPRf ˜ R(I ) ˜ Ar ˜ cos\
dPRr NLOS =
relation to the headlamp axis), respectively, r is the distance d 2  h2
between the light source and the small area dA, and T is the (5)
I (D , E ) ˜ sin T ˜ dS ˜ Ar ˜ U ˜ cos I ˜ cos\
angle between the road surface normal and the incident = R A A
direction, see Fig. 4. LER ˜ S dT 2 ˜ (d 2  h 2 )
where Ar and h are the area and height of the PD, respectively,
C. Road Surface Reflection and d is the direct path between A and the vertical projection
In C2C VLC links scenario, the received optical power is of the PD.
usually composed of the LOS and the NLOS components. In
this paper we consider the reflection pattern from the road Therefore, for the right side headlamp, the total received
surface (i.e. NLOS path) to have a Lambertian profile as optical power PRrNLOS from all reflected path is expressed as:

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 2014 9th International Symposium on Communication Systems, Networks & Digital Sign (CSNDSP)

IR(D%,EB) dB PRr
T% LOS
\ Ar B
dT I NLOS
IR(DA,EA) T h
dPRf d
Diffuse Reflectivity U dS A

Fig. 6. Configuration of C2C VLC system (only rays from the right headlamp are illustrated).

­ dPRr NLOS dS 0 d \ d < spectrum mainly at the low frequency region (i.e. below a few
NLOS ° ³³ hundreds of kHz). However, the interference due to the
PRr ®S (6)
artificial lights is the dominant noise source during the night
°
¯0 \ !< time. There are other noise sources to be considered. Here, we
mainly consider the solar radiation induced shot noise and the
where < is the half angle of PD’s field of view (FOV), and S
thermal noise, which are considered as the additive white
is the entire area of road surface that has been illuminated.The
Gaussian noise (AWGN). The total noise variance is
received optical power from the right side headlamp for the
expressed as:
LOS path is expressed as:
V total
2
V shot
2
 V thermal
2
(10)
­ I R (D B , E B )
° ˜ Ar ˜ cos(T B ) 0 d T B d <
® LER ˜ d B The shot and thermal noise variances are given by [24]:
2
PRr LOS (7)
°0 TB ! <
¯ V shot
2
2qJ PrSignal B  2qI bg I 2 B (11)
where IR(DB ,EB) is the luminous intensity, and TB is the angle
between the PD surface normal and the incident direction. 8S kTK 16S 2 kTK * 2 2 3
V thermal
2
K Ar I 2 B 2  K Ar I 3 B (12)
Therefore, the total received optical power PRr from the right G gm
side headlamp is given by:
where, q is the electronic charge (1.602×10−19 C), Jis the
PRr PRr LOS
 PRr NLOS
(8) responsivity of the PD, PrSignal is the average received optical
power of the desired signal, B is the system bandwidth, Ibg is
Consequently, the total received optical power Pr is the received background noise current, k is Boltzmann’s
expressed as: constant, TK is absolute temperature, G is the open-loop
Pr PRr  PLr (9) voltage gain, η is the fixed capacitance of PD per unit area, Γ
is the field-effect transistor (FET) channel noise factor, gm is
where PLr is total received optical power from the left side the FET trans-conductance, Ar is the detection area of the PD,
headlamp. It has the same mathematical formula as PRr except I2 is the noise bandwidth factor for the background noise [25],
a different lateral position. and the noise bandwidth factor I3 = 0.0868 [26].

D. Noise Analysis III. PERFORMANCE OF C2C VLC SYSTEM

For optical wireless communications there are two
additional noise sources due to the ambient light, which are
the background solar radiation, and the artificial light (i.e.
street lights, vehicles, static neon sign boards, and advertising
screens). The background solar radiation is composed of direct
and scattered radiations. The former is mostly the dominant
noise source. Note that the intensity of the solar radiation
received at the earth surface depends on the atmospheric
conditions and the position of the sun both during the day and
throughout the year [21]. The scattering radiation is not that
easy to model due to the surrounding environment. According
to [22] the measured electrical power spectrum of the solar
radiation is almost a direct current (DC), which can easily be
removed by AC coupling. However, the shot noise induced by
the solar radiation remains the main source of noise for C2C
VLC systems during the daytime [22, 23].
In this section, the BER performance of a C2C VLC
system is analyzed, the relationship between the transmission
distance and BER is analyzed. According to [27], the typical
channel delay for a C2C VLC link is about 10 ns, compared to
few MHz bandwidth used in a VLC system, therefore the
inter-symbol interference introduced by the multipath
environment is negligible.
A. C2C VLC BER Performance
Here have adopted an on-off keying modulation scheme
with an AWGN channel. Therefore, at the receiver the
electrical signal-to-noise ratio (SNR) is given by [18]:
(J Pr ) 2
SNR (13)
V total
2

According to [23], artificial light induced interference has Consequently, the BER is given as:
lower intensity than the solar radiation with the frequency

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 2014 9th International Symposium on Communication Systems, Networks & Digital Sign (CSNDSP)

TABLE II. SYSTEM MODEL PARAMETERS

0
Parameters Symbol Value 10
Diffuseis reflectivity U 0.4 [28]
PD area Ar 1 (cm2)
-2
Order of Lambertian diffuser m 1 10
Luminous efficacy of radiation LER 250.3 (lm/W)
FOV of the PD < 30º -4

BER
10
Electronic charge q 1.6×10−19 (C)
h=0.2m
Responsivity of PD J 0.54 (A/W)
h=0.4m
Received background noise current Ibg 5100 (μA) -6
10 h=0.6m
Noise bandwidth factor I2 0.562 h=0.8m
Boltzmann’s constant k 1.38×10−23 (J/K) BER=1E-4
-8
Absolute temperature TK 298 (K) 10
Open-loop voltage gain G 10 0 10 20 30 40 50
Fixed capacitance of PD per unit area η 112 (pF/cm2) Distance between two vehicles (m)
FET channel noise factor Γ 1.5 Fig. 7. The BER performance of the C2C VLC system against the different
FET transconductance gm 30 (mS) distance between two cars for a range of h (the height of the PD from the
ground).
System bandwidth B 2 (MHz)
(a). log10(BER) on a vertical plane (5m from T X)
JP ª J ( PRr  PLr ) º 1
BER Q( SNR ) Q( r ) Q « » (14)
V total ¬ V total ¼ 0.8 -1

PD Height (m)
where, Q(x) is the Q-function used to calculate the tail -2
0.6
probability of the standard Gaussian distribution, and is given -4
by: 0.4
-7
1 f
0.2
³
 y2 / 2
Q( x ) e dy (15) -9
2S x
0
-4 -2 0 2 4
B. Modelling Results Lateral distance from vehicle centerline(m)
For mathematical modelling we have adopted the (b). log10(BER) on a vertical plane (10m from T X)
1
followings, optical channel configuration as shown in Fig. 6,
low-beam lamps (75% luminous intensity) for the daytime, 0.8 -1
and the concrete road surface. All the key parameters are listed
PD Height (m)

-2
in Table II. The BER performance of the C2C VLC system at 0.6
a data rate of 2 Mbps against the different distance between -4
two cars for a range of h (the height of the PD from the ground) 0.4
-7
is shown in Fig. 7. As can be observed, for a given BER the
coverage distance is higher for lower values of h. E.g. for BER 0.2 -9
of 10-4 and h of 0.2 m, the communication path length of 20 m 0
decreases with an increasing of h. The BER distribution at a -4 -2 0 2 4
data rate of 2 Mbps on a vertical plane for a different length Lateral distance from vehicle centerline(m)
between the headlamp and the PD is depicted in Fig. 8. It is (c). log10(BER) on a vertical plane (20m from T X)
apparent that as the distance between PD and the headlamp 1
increases the system performance decreases. For a fixed short
distance (e.g. <10 m ), the best performance is achieved at h = 0.8
-1
PD Height (m)

0.3-0.5m, and the zones with lowest BER tend to be more 0.6
skewed to the right, and this becomes more apparent when -2
examining lines for the BERs of 10-9 and 10-4 in Fig. 8(b) and 0.4
Fig. 8(c), respectively. This is because the low-beam
-4
headlamp model we have adopted is for US car with the right 0.2
hand drive.
0
It should be noted that in our modelling we have only used -4 -2 0 2 4
2 Mbps of data rate. However, according to (13) longer Lateral distance from vehicle centerline(m)
transmission span is achievable at lower data rates. Fig. 8. BER (Log10) distribution on a vertical plane at 3 different distances.

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 2014 9th International Symposium on Communication Systems, Networks & Digital Sign (CSNDSP)
IV. CONCLUSIONS AND FUTURE WORK
In this paper the potential of using LED-based headlamps
for C2C communication is investigated. In order to consider a
more practical situation, a measured headlamp beam pattern
model instead of the ideal Lambertian model is employed in
our modelling. The impact of road reflected light is also
considered. Ambient noise is numerically analyzed. Modelling
results indicate that if the PD is placed at a height in a range of
0.2 m-0.4 m the communication distance could be extended up
to 20 m at a data rate of 2 Mbps.
As far as future work concerned, experimental work will
be carried out to confirm the mathematical model. In
particular, different categories of road surfaces, temperature
and weather conditions as well as effects of multipath
interference will be considered for high data rate systems.
Ambient noise characteristics and the effect of dust
accumulation on headlamp and PD surfaces will be studied
experimentally. In addition, the frequency response of a
typical LED-based headlamp and the outdoor SNR vs.
frequency curve will be investigated experimentally.
ACKNOWLEDGMENT
This work is supported by the EU. EU cLINK project (GN.
372242-1-2012-1-UK-ERA), and EU Cost Action IC 1101.
One of the authors (Burton) has a PhD scholarship from
Northumbria University.
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