IEEE Sponsored 2nd International Conference on Innovations in Information Embedded and Communication Systems

ICIIECS’15

Development of Cluster Based Routing

Protocol in Slow moving Autonomous
Underwater Vehicles
R.Logeshwaran Dr.V. Rajendran P.Rajalakshmi
Research Scholar Professor PG Scholar
Electronics and Communication Physics/ECE ME – Communication System
Anna University SSN College of Engineering Anand Institute of Higher Technology
Chennai, India Chennai, India Chennai, India
logesh.ieee@gmail.com drvrajen@gmail.com raji2307@gmail.com

Abstract— Underwater acoustic networks can be quite
current to establish communication links between
autonomous underwater vehicles (AUVs) and other
vehicles or control units, enabling difficult vehicle
applications and control scenarios. Mobile Autonomous
Underwater Vehicles (AUVs) can preserve energy by
waiting for the ‘best’ network topology configuration,
before starting to communicate. By leveraging the
predictability of AUV paths, a different solution is
proposed that improves communications by delaying
packet transmissions in order to wait for a positive
network topology (thus trading end-to-end delay for
energy and/or throughput).Based on network structure,
routing protocols in underwater acoustic Networks can be
divided into two categories: flat routing and hierarchical
or clustering routing. Due to a variety of advantages,
clustering is suitable an active branch of routing
technology in underwater communication Networks.
Based on these outcomes, to developing cluster head
routing protocol is designed to improve the throughput of
the network by considering connectivity and coverage.
Index Terms— Underwater Acoustic Network, Autonomous
Underwater Vehicles (AUVs), Coverage, Connectivity, Throughput,
Energy consumption.
I. INTRODUCTION
The past 30 years have seen a developing interest in
underwater acoustic communications because of its
applications in marine commercial operations, oceanography,
the offshore oil industry, marine research, and defense.
Underwater acoustic sensor networks are the technology that
allows many underwater applications. Underwater Acoustic
Sensor Networks (UASNs) performs a cooperative checking
tasks over a three-dimensional arrangement space. Acoustic
communications has been used for several years as the most
efficient and reliable method of communicating over
important distances in the ocean. In [1], Acoustic modems
have been developed to translate digital messages into analog
signals that can be transmitted through the water using
transducers. There are a variety of problems that make
acoustic communication in the ocean a challenging problem.
The first problem is the speed of sound in the ocean is about
1500 m/s as compared to the speed of RF communications in
the air at 3X108 m/s. This relatively low speed limits the
bandwidth of communications and frequently encourages
engineers to minimize the amount of data to communicate.
The slow speed of sound also increases the impact of Doppler
frequency shift caused by the relative motion of the source and
receiver. The received frequency fd = f0 v / c where f0 is the
transmission frequency, v is the relative velocity, and c is the
speed of sound. It is clear that given the relatively slow speed
of sound c, even small relative velocities can cause significant
frequency shifts. A second problem is to acoustic
communications in the ocean is the loss incurred as the sound
waves propagate through the water.
II. AUTONOMOUS UNDERWATER VEHICLE
An [18], autonomous underwater vehicle (AUV) is an
underwater system that holds its own power and is organized
by an onboard computer. Although several names are given to
these vehicles, such as remotely operated vehicles (ROVs),
unmanned underwater vehicles (UUVs), submersible devices,
or remote controlled submarines, to name just a few, the
fundamental task for these devices is fairly well defined: The
vehicle is able to follow a predefined trajectory. AUVs offer
many advantages for performing difficult tasks submerged in
water. The main advantage of an AUV is that is does not need
a human operator. Therefore it is less expensive than a human
operated vehicle and is capable of doing operations that are
too dangerous for a person. They operate in conditions and
perform task that humans are not able to do efficiently. One of
the most vital aspects of an AUV is the hull. There are a

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number of different ways in which hull design can be Moreover, it is preferred that the hull is designed in such a
approached (Allmendinger, 1990). way that the drag is decreased. When the vehicle travels at a
These different design methods are typically specific to the constant speed, the thrust force is equal to the drag force. The
situation/task. The main hull must be able to meet a number of less drag the AUV involvements, the less propulsive power is
key challenges. Features that must be considered during hull wanted. These two requirements, the ability to withstand the
design include [18]: hydrostatic pressure and minimize of the drag, are dependent
of the shape and size of the vehicle.

I. RELATED WORK
The problem of topology control for wireless sensor
networks (WSNs) and UASNs has been extensively studied.
The early representative topology control algorithm proposed
by Li et al. [11], i. e., local minimum spanning tree (LMST),
can effectively reduce transmission power while maintaining
global connectivity. In [12], the topology control problem in
heterogeneous ad hoc networks was formulated as an integer
linear or a mixed integer linear programming problem. The
research produced a network topology that minimized the
maximum energy consumption of nodes. To maximize
network life and ensure message delivery, a topology control
algorithm that exploited the edge of the centrality concept, i.
e., edge between-ness centrality, was proposed [13]. Forghani
et al. [14] improved network life and decreased average
Fig-1.UWSN with Cluster Formation energy consumption by reducing the transmission power of
nodes and periodically choosing the active path. Several
topology control algorithms for UASNs that combined the
characteristics of acoustic communication and underwater
environments have been proposed. Wang et al. [15] proposed
a topology control algorithm FiYG for 3D UASNs, this
algorithm can construct topology locally and efficiently. In
[16], a strategy adjustment algorithm that can generate a
network topology with global connectivity and full coverage
while optimizing some of other service metrics (propagation
delay, bandwidth and transmission success rate), was
proposed.
II. PROBLEM OBJECTIVE
In summary, Coverage, Connectivity, reduction of
propagation delay and energy consumption are the primary
Fig–2. UWSN with Autonomous underwater vehicles objectives of UASNs. The topology control objectives of
UASNs can be formally presented as follows:
Corrosion and chemical resistance 1. Coverage
Visual appeal and aesthetics 2. Connectivity
Visual appeal and aesthetics 3. Energy Consumption
Limitations for future additions 4. Throughput
Fundamental integrity for additions and tapings
Impact conditions III. SYSTEM MODEL AND ASSUMPTION
Water permeability A. Model description
Accessibility Nodes: Vk ∈ V, its current communication radius, sensing
Pressure and/or depth mandatory radius, and residual energy are denoted as RC(k), RS(k), and
Versatility RE(k), respectively. We suppose that 0 ≤ RC(k) ≤ RCχ, 0 ≤
Size requirements RS(k) ≤ RSχ, 0 ≤ RE(k) ≤ REχ. RCχ, RSχ and REχ are the
Operating temperature ranges maximum communication radius, maximum sensing radius
Practicality and maximum battery energy, respectively. Any ordinary node
Amongst these reflections, the hull of the AUV must be Vk can be in either SLEEP or AWAKE state; if Vk is in
able to with stand the hydrostatic pressure at the target depth.

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SLEEP, then RS (k) = RC (k) = 0. ∀Vi, Vj ∈ V, the distance is
referred to as d (i, j).
B. Cluster Parameters
In recent paper [20], the authors analyzed the various
clustering parameters presented in the literature,
Number of Clusters:
It may be varied according to the CH selection algorithms. In
some cases this count will be the predestined one.
Intra-cluster Communication:
Communication between the regular vehicular node and CH
may be one-hop communication or multi-hop communication.
Nodes and CH Mobility:
Cluster formation is dynamically changed in the case of
vehicular nodes are in mobility.
Node Type and Roles:
Nodes may be in homogeneous or heterogeneous nature. In
homogeneous, all vehicular nodes have same capabilities such
as same energy level configurations. In heterogeneous, all
vehicular nodes are varied in configurations.
Cluster Head Selection:
CHs are selected from the deployed vehicular nodes based on
the criteria such as connectivity, communication cost, residual for the next hop and forwards the packet. This eliminates the
energy, and mobility. CH choice could be in deterministic or
probabilistic manner.
Multiple Levels:
In very large networks, multi-level clustering approach is used characteristic of DSR, and employs them in a hop-by-hop
to achieve better energy distribution.
C. Cluster Head Selection
Select CHs using three criteria
Residual Energy,
Number of Neighbors, and
Distance from the Base Station of the Nodes
of routing updates can be very high. Present research on
routing focuses on reducing the overhead added by routing
messages while at the same time finding the best path, which
are two conflicting requirements. In a recent paper [6], the
authors compared four ad hoc network routing protocols
presented in the literature:
Destination Sequence Distance Vector (DSDV)
Temporally Ordered Routing Algorithm (TORA)
Dynamic Source Routing (DSR)
Ad hoc On-demand Distance Vector (AODV)
DSDV maintains a list of next hops for each destination
node which goes to the shortest distance route. The protocol
requires each node to periodically broadcast routing updates to
maintain routing tables. TORA is a distributed routing
algorithm, the routes are discovered on demand. This protocol
can provide multiple routes to a destination very quickly. The
route optimality is considered as a second priority and the
routing overhead is reduced. DSR employs source routing,
that is, the route of each packet is included in its header. Each
intermediate node that receives the packet checks the header
need for intermediate nodes to maintain the best routing
information to route the packets. AODV uses the on-demand
route discovery as in TORA and has the maintenance
routing scheme instead of source routing. Also, periodic
updates are used in this protocol. In a mobile radio
environment, DSR provides the best performance in terms of
reliability, routing overhead, and path optimality. The effect of
long propagation delays and channel asymmetries caused by
power control are issues that need to be addressed when
considering application of these network routing protocols to
UWA channels.
A. Routing Protocols in UWSNs
Planning an optimum routing protocol is the simple
problem involved with any network. Till current times, most
of the research works connecting UWSNs were limited to
physical layers. But an extensive shift of concern towards
research on network layers is taking place in recent times.
The major routing protocols suggested for UASN,

Vector based forwarding (VBF)

Hop-by-hop Vector based forwarding (HH-VBF)
Focused beam routing (FBR)
Reliable and energy balanced routing algorithm
Fig-3.Data communication in a clustered network (REBAR)
Sector-based routing with destination location
IV. ROUTING Prediction (SBR-DLP)
Several of the routing approaches are based on the shortest Directional flooding-based routing (DFR)
path algorithm. In this way, every node maintains a data base Location aware source routing (LASR)
which reflects the cost of possible routes. In ad hoc networks, Adaptive routing
the main problem is to obtain the most recent state of each Distributed underwater clustering scheme (DUCS)
individual link in the network, so as to decide on the best route Distributed-minimum-cost clustering Protocol
for a packet. However, if the communication media is highly (MCCP)
flexible as in the shallow water acoustic channel, the number Temporary cluster based routing (TCBR)

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Location-based clustering algorithm for data First phase, applied to the Edge Constructed Model
gathering (LCAD) (ECM), which can obtain an initial topology Creation
Here, we have presented a view of the UASNs and different for vehicular node.
routing protocols used depending on the requirements, Second phase, Distributed algorithm that extracts a
suitability and availability of resources. Growth of optimum double clustering structure from the initial topology.
routing protocol which makes it dependable and efficient is
regarded as the vital part in UASNs. Still the field of A. Network Model
underwater sensor networking and routing protocols are in the We consider a static large-scale Vehicular Network with
emerging stage of research. Comparison of the major routing high node density. A set of N vehicular nodes, V= {v1, v2...
protocols in underwater sensor networks and their advantages, vN}, are uniformly distributed in a two-dimensional plane S.
disadvantages, applications as given below the table [17], We have the following assumptions:
Each vehicular node has a unique ID.
TABLE 1: Comparison of routing protocols in UASN
The wireless channel is symmetric and obstacle-free.
Routing Category Application Advantages Disadvant There exists an underlying MAC layer resolving
protocol ages interference, and we do not take into account the
VBF Location Energy-efficient a) Energy a) Low interference outside the transmission range.
HH-VBF based UASN efficient bandwidth
FBR routing b)Robustness b) High
B. Algorithm Dataflow
REBAR c) High latency
SBR-DLP success of c) Delay Topology Creation for Vehicular nodes
DFR data delivery efficiency,
LASR ,performan
ce and Path Computed & Recorded
reliability
are low
Cluster Member Initialized
DBR Depth Dense network a) Very high a) Not
based application packet energy
routing delivery ratio efficient Cluster Head Selected
b) No need of b)
full Batteries
dimensional are Perform Connection and Coverage
location stranger to
information recharge
of nodes Calculate Energy & Throughput

DUCS Cluster Energy-efficient a) High Processing C. TCA

MCCP based UWSN scalability & overhead A scale-free structure is recognized with the development of
TCBR routing robustness is complex
LCAD b) Less load
the initial topology from ECM, TCA is then proposed to
and energy construct a double clustering structure topology. TCA is
consumption executed round by round, and at every round TCA selects
some cluster-heads or determines some nodes radii. The
details of TCA are as follows.
Step1: The initial topology for vehicular node is generated
Adaptive Adaptive Underwater a) Energy and a) Not able
routing delay/disruption BW efficient to use from ECM, and all the edges from set E.
tolerant sensor b) Reliable water ECM – The ECM is designed to form an initial topology
c) High current where all possible edges should be calculated based on
delivery ratio movement
b)
the assumption that all nodes use the maximum
Delivery communication radius.
efficiency Step2: A Cluster-head HS is defined and initialized.
is not good Step3: At current round, any adjusting node Vi calculated
Step4: Communication Radius (RC (i)) should be computed.
Step5: Repeat Steps 3 and 4 until all vehicular nodes have
determined their roles and radius.
V. ALGORITHMS Step6:Any vehicular node Vi senses with Sensing radius
Topology Control Algorithm (TCA) (RS(i)) and communicates with RC(i) Ordinary nodes turn off
TCA consist of two phases the radio when the UASN enters the SLEEP state.

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VI. ANALYSIS A. Simulation Set Up and Network Scenario
A. Energy Consumption and Propagation Delay NS2 Simulator generates a TCL (Tool Command Language)
The energy consumption is composed of three parts: the file. Running the tcl file results into two files, first file stands
sensing consumption from Coverage, the communication the trace file which contains all the data regarding the network
consumption from Connection, and the communication and second file is the NAM (Network Animator) file which is
consumption from ordinary vehicular nodes in AWAKE state. a visual aid presentation how packets flow beside the network
To calculate energy for each vehicular node is given by and displays the virtualization of the network corresponding to
Consume energy=Initial energy-final energy the trace file. All routing protocols in NS2 are growing in the
Maximum energy = consume energy directory of ―ns-2.35‖.
Average energy=total energy/n VIII. SIMULATION RESULTS
B. Throughput A. Nam Window
The system throughput or aggregate throughput is the sum
of the data rates that are delivered to all terminals in a
network.
Calculated aggregate throughput is given by
Throughput (Kbps) = received data × 8/ Data transmission
period
C. Neighbor Node
Number of neighbors connected
Depends upon distance from a node
D sqrt (( x1 x2 )2 ( y1 y2 )2 ) (1)
Where (x1,y1) co-ordinate of one vehicular node
(x2,y2)co-ordinate of another vehicular node
Maximum the neighbor, the network will be denser.
D. Distance Calculation
Distance can be calculated by
D sqrt (( x1 x2 )2 ( y1 y2 )2 ) (2)
Where (x1,y1) co-ordinate of BS Fig-4. Cluster Formation in Nam Window Using 100
(x2,y2)co-ordinate of a particular vehicular node. Vehicular nodes
VII. SIMULATION EVALUATION
B. Packet Delivery Ratio
We used Network Simulator-2 (NS2) as simulation tool to
analyze the performances of the Cluster head selection
algorithm. This includes connection and coverage and increase
the throughput of the network. TCA is estimated by observing
the performance variation of different model parameters and
by comparing TCA with other algorithms. The transmission
delay from the algorithm calculation and energy consumption
from the receiving messages are neglected in the simulations.
Table 2 shows the values of the parameters.
TABLE 2: SIMULATION PARAMETERS
Parameters Specification
Simulation tools Used NS2 Network Simulator
(NS 2.35)
Simulation Time 60 sec
Number of Vehicular 100
Nodes
Transmission Range 250 m
Maximum Speed 0-22 m/sec Fig-5. Packet Ratio with 100 Vehicular nodes
Application Traffic CBR(Constant Bit Rate)
Packet Size 512 Bytes C. Packet Ratio for Various Cycles
Ruw 1500m/s A topology has been created with 100 nodes. Here 3 cycles
Initial Energy 100 J are done and for each cycles the cluster head will be changed.
Protocol AODV The packet delivery ratio will be compared between these
cycles.

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 IEEE Sponsored 2nd International Conference on Innovations in Information Embedded and Communication Systems
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D. Throughput of the Network

Fig -6a .Cycle 1

Fig- 7. Throughput of the Network (100 Vehicular Nodes)

Here, the normal network throughput is 243 Kbps with

connection and coverage of the network throughput is 245
Kbps. So, the throughput is slightly varied in this algorithm.
E. Comparison Throughput with other routing Protocol

Fig-6b. Cycle 2

Fig-6a. Comparison graph for routing protocol for normal

Network

Fig-6c.Cycle3 Fig-6b. Comparison graph for routing protocol with

Fig -6. Packet ratio for three cycles connection and coverage Network

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 IEEE Sponsored 2nd International Conference on Innovations in Information Embedded and Communication Systems
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IX. CONCLUSION
The problem of energy conservation and delay reduction
has been implemented in coverage and connectivity for
UASNs. Cluster based routing protocol in UASNs which
improves the throughput of the network by maintaining the
connectivity and coverage.
In this work, we simulated the connection and coverage in
the Vehicular Networks using AODV routing protocol and
examined its influence. Similarly, other routing protocols
could be simulated as well. Simulation results for different
routing protocols are likely to present varied, interesting and
thought provoking conclusions. Here, the throughput slightly
varying, but future works to increase the throughput to a
considerable value by optimizing technique for cluster head
selection and connection and coverage algorithm.
ACKNOWLEDGMENT
The authors would like to thank the unidentified reviewers
for their constructive comments and suggestions which
improved the paper significantly. The authors would also like
to thank Dr.V.Rajendran, Former NIOT Chairman, India, for
his valuable comments and careful reading of the drafts of the
paper.
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