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Compensating the effect of Doppler shift in a vehicular network

Conference Paper · September 2013

DOI: 10.1109/AFRCON.2013.6757685

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 Compensating the Effect of Doppler Shift in a
Vehicular Network
E. A Feukeu, K. Djouani, A. Kurien
F’SATI, Dept. Electrical Engineering, Tshwane University of Technology
Private Bag x680, Pretoria 0001, South Africa
feukeu@gmail.com
Abstract— Wireless channels operate through the
transmission of electromagnetic signals from the transmitter to
the receiver. In a fixed wireless network, the transmission
medium is often distorted or disrupted by inherent natural
phenomenon which in turn corrupt, obstruct or cause most of the
data transmitted over the channel to generally get garbled. In a
vehicular network, greater complexity is added as a result of the
fast mobility of the nodes within the network. It therefore
becomes very difficult for the receiver to decode the data
transmitted efficiently. Based on the IEEE standard,
communication between two mobile can only be possible if a
minimum required threshold has been met. In this paper, a
Direct Development Method (DDM) strategy is presented that
seeks to combat the effect of Doppler Shift (DS) in a vehicular
network. The proposed approach is developed based on the
principle of basic communication theory and validated through
simulations. It is demonstrated that it is possible to achieve a
good communication link between two mobiles moving at the
relative speed of up to 250 km/h taking into account the
prescribed threshold.
Keywords-WAVE; DSRC; Doppler; OFDM;
I. INTRODUCTION
The advantages and direct benefits of the vehicular network
technology has encouraged many companies and researchers
all over the world to cooperate together in order to contribute
effectively toward the establishment and implementation of the
said standard. The advent of this technology and its application
to automobiles bring with it embedded life saver functions that
enable inter-vehicular communication also known as
Vehicular-to-Vehicular (V2V) and Vehicular-to-Infrastructure
(V2I) communication. The main objective of this standard is to
first and foremost contribute substantially to the reduction of
vehicular accidents caused by unforeseen circumstances on
roads. Unlike fixed wireless networks where a specific node
will take care of resource allocation and coordination, the
mobiles of this network must be able to associate and
disassociate effectively without a central coordination. To cater
for this problem and to ensure successful interoperability
between nodes, the Wireless Access in a Vehicular (WAVE)
network standard was created [1]. The WAVE standard, also
known as Dedicated Short Range communication (DSRC),
operates at 5.9 GHz, and is a set of standard enabling V2V and
V2I communication for emerging Intelligent Transportation
Systems (ITS) [2]. The Wave standard is comprised of two
other standards namely the IEEE 802.11p and the IEEE 1609
standards [3]. The IEEE 1609 standard takes care of all
operations related to the upper layers while the IEEE 802.11p
is responsible for all operations related to the Medium Access
Control (MAC) and Physical layers (PHY). The PHY layer
makes use of Orthogonal Frequency Division Multiplexing
(OFDM) technology. The high mobility subjected by the nodes
in a Vehicular Ad Hoc Network (VANET) is the source of
induced Doppler Shift (DS) in this network. Unfortunately,
OFDM symbols are very sensitive to the effect of DS [4]. To
ensure successful communication and improve the Quality of
Service (QoS) amongst mobiles of the network, a technique or
strategy that combats or attenuates the effects of DS need to be
implemented.
This paper is focuses on the analysis and development of a
DDM strategy to combat DS in vehicular network
environments. Several works have been done in this area.
However, not all requirements for the approval of design
consideration have been met yet. In [5], a normalized empirical
coherence time (NETC) metric based on modulation, packet
duration, and the traditional coherence time is proposed. It is
shown that given a fixed channel with a particular coherence
time, the NETC provides a more accurate bound compared to
the traditional coherence time which is based on the maximum
packet length which results in negligible throughput
degradation. In [6], a novel correlator based on partial match
filter (PMF) followed by the FFT and maximum output
selector to improve the Doppler tolerance for polyphase codes
is proposed. It is shown that using the proposed approach, the
Doppler loss can be decrease significantly. In [7], a novel IEEE
802.21 MIH (Media Independent Handover) mechanism for
next generation vehicular multimedia networks and the design
of the management module and adaptive QoS (Quality of
Service) mechanisms to improve service performance are
proposed. The simulation results demonstrate the effectiveness
of the proposed module for vehicular networks and also
confirm that the use of the IEEE 802.21 MIH mechanism can
increase overall throughput. In [8], a new and effective Doppler
Effect compensation scheme for OFDM systems based on
constellation estimation is presented. The approach makes use
of analytical descriptions that quantitatively clarify the
mechanism of intercarrier interferences. It is shown in [9] that
the Doppler frequency shift affects the frequencies of the RF
carrier, subcarriers, envelope, and symbol timing by the same
percentage in an OFDM signal or any other modulated signals.
The study also analysed the Signal to Noise Ratio (SNR)
degradation of an OFDM system due to Doppler frequency
shift, frequency offset of the local oscillators, and phase noise.
In [10], to implement Doppler compensation, a new hybrid
polyphase code set combined with a single frequency pulse is
proposed that enables Orthogonal Netted Radar Systems
(ONRS) have good resilience to Doppler shifts. In [11], the
Doppler Effect Analysis and Modulation Code Derivation
technique was proposed. The results of the analysis
demonstrated that sustainable communication links is
achievable with DS ranging up to 1400Hz if an appropriate
Modulation Code Scheme (MCS) can be selected. The design
and development of the DDM approach presented in the next
part of this work is derived from direct formulation and
analysis based principles of wireless communications.
The remainder of this paper is organized as follows. Section
2 presents the IEEE 802.11 standard briefly. This is followed
by system development in Section 3. Section 4 presents the
DDM concept followed by simulation and analysis in Section
5. Finally, conclusions and future works are given in Section 6.
II. BRIEF OVERVIEW OF THE IEEE 802.11
The OFDM protocol used in IEEE 802.11p is specifically
made for the DSRC message type and will more commonly
use 10MHz bandwidth. The basic parameters for this OFDM
channel are shown in Table 1 [12]. A vehicular network is a
very versatile and fast changing environment. Due to its
nature, mobiles from this network are mostly in constant
motion. The speed imposed by the nodes in such networks
introduces a Doppler shift in their carrier frequency.
TABLE 1: Basic OFDM Parameter of IEEE 802.11P
Parameter Value
Number of data subcarriers 48
Number of pilot subcarriers 4 affected by the value cosβ. The resulting equation becomes
Total number of subcarriers 52
Subcarrier frequency spacing 156.25 KHz
Guard interval (GI) 1.6 µsec
Symbol interval (including GI) 8 µsec
A. Doppler Effect (DE)
When a wave source and a receiver are moving relative to
one another, the frequency of the received signal will not be
the same as the source. When they are moving towards each
other, the frequency of the received signal is higher than the
source. The closer they get to each other, the frequency
decreases. This is called the Doppler Effect [4]. The rate of
frequency change due to the Doppler Effect depends on the
relative motion between the source and receiver and on the
speed of propagation of the wave. The Doppler shift in
frequency can be written as
V
∆f=±fc cosβ (1)
C
where ∆f is the change in frequency of the source seen at the
receiver, fc is the frequency of the source, V is the speed
difference between the source and transmitter, C is the speed
of light and is the angle of velocity vector. The change in
frequency is maximal when β=0. OFDM symbols are very
sensitive to this change. The change in frequency is also called
frequency shift. An OFDM baseband signal can be represented
by
N -1
V t = ∑i=1s Ai cos(wi t+ t ) (2)
where Ai ,wi t, and t are the amplitude, angular frequency and
the phase of ith subcarrier. is the number of subcarriers. In
OFDM, subcarrier must be orthogonal to each other. This can
be achieved if fi wi /2π is an integer multiple of 1/2T [13],
where T is the symbol period of the data, and fi are spaced in
frequency by R s 1/T. The described baseband OFDM signal
is generally modulated on a higher frequency carrier before
transmission. However, this signal can also be directly
transmitted without conversion into higher frequency [14]. It
has been demonstrated in [9] that the Doppler shift affects the
carrier frequency and the envelope frequency by the same
percentage.
If the OFDM signal component Ai is up-converted for
transmission into the wireless channel, the resulting signal will
be of form Vi =Ai cos[wi t + t ]e-(j2πfc)τi
if we pose Ai cos[wi t + t ]=si then
Vi =si e-(j2πfc)τi (3)
where e-(j2πfc) and τi represent the carrier frequency and the
delay of the ith path component respectively. If the mobiles
move with a relative speed V and with a maximum angular
velocity vector β = 0, then the transmitted signal will be
V
C
V
Vi =si e-(j2πfc)[τi - C cosβt] which is equivalent to
V
Vi =si e-(j2πfc)τi e(j2πfc)C cosβt (4)
Substituting equation (1) into equation (4), the resulting signal
can be represented as
Vi =si e-(j2πfc)τi e(j2π∆ft (5)
where e(j2π∆ft is the time varying phase of the transmitted
signal. If it is considered that t=1/4∆f, then
 Vi =si e-(j2πfc)τi e(j2π∆f/4∆f (6a)
which result in Vi =si e-(j2πfc)τi e(jπ/2 and e(jπ/2 =j. If t=1/4∆f
then the transmitted signal becomes:
Vi =jsi e-(j2πfc)τi (6b)
From the above derivation, considering the coherence time
to be
1
Tc = (7)
4∆f
It can be seen that if the transmission duration period
exceeds Tc, the transmitted symbols will undergo a drastic
change resulting in the real part of signal becoming imaginary
and the imaginary part becoming real.
III. SYSTEM DEVELOPMENT
Mobile transmitters or receivers from the vehicular network
are coordinated based on the IEEE 1609.4 standard which
proposed a solution involving two concepts: the Control
Channel (CCH) and the Time Division (TD). Under CCH, all
devices that participate in communication will tune to one
specific channel (Ch 178) or a “rendez vous” on regular basis
for communication update [12]. Taking the CCH as being
channel 178, all other channels are therefore known as Service
Channel (SCH). The TD concept assumes that all MSs have
access to the Universal Coordinate Time (UTC), for example,
from a GPS signal. The DSRC spectrum is made up of seven
10MHz channel band with a 5MHz guard band at the low end
as shown in Fig. 1.
Fig. 1: DSRC Band plan channel designation [4]
During operation, all MSs will alternately switch to CCH
for 50 ms to listen or to check for any broadcasted information
of convenience or interest. If it is found, the interested MS will
then switch to the corresponding SCH at the end of the CCH
interval time to receive the desired information.
TABLE 2: Maximum Number of Symbols as a Function of MSs speed
MSs speed( Km/h) 25.2 50.4 75.6 100.8
symMax 4567 2283 1522 1141
TUT/ F’SATI and NRF. (Sponsors)
In this process, the transmitting MS is known as the
broadcaster and the rest of the MSs will be listening. A time
interval comprises of one CCH and one SCH is known as a
sync period and last 100ms. This concept is depicted in Fig. 2.
It should be noted that all MSs are synchronized by the same
clock which allows them to switch from CCH to SCH and vice
versa at the same moment.
Fig. 2: Division of time into CCH and SCH interval [4]
Based on the specifications defined by the WAVE
standard, it should be noted that the nominal transmission
duration period in a vehicular network is set at 50ms which
corresponds to the period of reception under the SCH. Based
on the OFDM symbol duration period, the maximum number
of symbols (symMax) to transmit during this allocated time is
50-4 ×10-3
symMax= =5750 sym (8)
8×10-6
Since most of the MSs involved in a vehicular network
will be constantly moving, the relative velocity between each
two MSs in communication will degrade the received signal
quality proportionally. To avoid such signal degradation, for
each relative speed, the coherence time needs to be calculated
to evaluate and determine the number of OFDM symbols to be
transmitted under this given time and channel condition. This
can be calculated using equation 1 and 7. From the above
concept, for illustration, Table 2 was computed to explore the
symMax to be achieved under variable speeds of the MSs
using a carrier frequency of 5.865 GHz. Based on the concept
used to derive Table 2, for example, using MSs with a relative
speed of 36km/h, the symMax = 3196 with transmission at the
channel 174 where the carrier frequency is from 5.865 GHz to
5.875 GHz. In this specific scenario, the first 3196 symbols
will pass through without considerable degradation while the
remaining part from 3197 to 5750 as calculated in equation (8)
will suffer drastic degradation. This is almost a 45% drastic
alteration of the transmitted signal.
126 151 176.4 201.6 226.8 252
913 761 652 570 507 456
 IV. THE DDM CONCEPT To verify the effectiveness of the proposed method,
Making use of the direct derivation from equation 3 to 7, simulations were carrying out using BPSK, 4-QAM, 16-QAM
the DDM was developed. This technique attempts to solve the and 64-QAM modulation. The tests were conducted for
problem by creating a corrector system which will transmission without compensation called (Cte) compared to
automatically compensate the symbols which have been the transmission with compensation called (DDM).
affected by the DS before transmission over the wireless
channel. Under a constant relative velocity, the concept can be
described as follows: V. SIMULATION AND ANALYSIS
DDM is simulated using the communication system model
1. Based on the velocity, the carrier frequency and the SCH developed in [11]. The said communication system
duration period, Tc is computed. components and subcomponents were well described and
2. From theTc, symMax is computed. shown to be IEEE 802.11 conformant. The communication
3. The data frame length to be transmitted is then subdivided system model used is presented in Fig. 6.
into a number of corresponding lengths of the symMax
period.
4. Each even symMax period number is divided by the
corrector value j.
5. All sub-segmented frames are reassembled to form a full
frame length and transmitted.

This concept is clarified by the Fig. 3 to 5. Fig. 6: Communication system model

Clarification and description of all components and

subcomponents of this communication model are well
described in [11]. From [11], channel model used was a
combination of AWGN and Raleigh channel model. The
outputs of the channels response are depicted in Fig. 7 and 8.

AWGN Channel
0
10 BPSK Rate 1/2
Fig. 3: Frame segmentation and DS correction illustration at the transmitter 4QAM Rate 1/2
before transmission 16QAM Rate 1/2
-1
10 64 QAM Rate 2/3
Here, the long frame is segmented based on the MS speed.
The correction is performed for all symbols that are -2
10
susceptible to being affected by DS. In this case, symMax 2
BER

and symMax 4 are the set of symbols to be affected by DS. -3

10
For this reason, these symbols are divided by the correction
factor j before transmission. After this step, the frame is then -4
10
transmitted over the wireless medium. Once transmitted over
the wireless medium, based on the transmitter mobility speed, -5
10
symMax 2 and symMax 4 will see themselves been multiplied 0 5 10 15 20 25

by the factor j caused by the DS effect as illustrated in Fig. 4. SNR (dB)

This effect is also demonstrated from equation 4 to 6. Fig. 7: AWGN channel Response

AWGN degrades the signal by adding white Gaussian noise

to a complex input signal. These added complex noises values
are uncorrelated and Gaussian with zero-mean and noise
Fig. 4: Transmitted data affected by DS illustration over the wireless channel
variance.
Since correction was made before transmission, the effect In Raleigh fading channel, a transmitted signal is subject to
of DS is purely canceled by this concept. Only the effect of the fading caused by various factors that result from the mobile
wireless channel environmental fluctuation remains. The wireless environmental characteristics. Raleigh fading channels
received data is illustrated in Fig. 5. are useful models of real-world phenomena in wireless
communication.

Fig. 5: Received data with DS effect canceled over the transmission medium
 0
Rayleigh Channel BPSK BER vs Cte with all MCS at speed=25Km/h
10 16 QAM 4-QAM(25)
64 QAM
-0.3 64-QAM(25)
-1
QPSK 10 BPSK(25)
10
Cte(25)
-0.31 16-QAM(25)
10
BER

-2
10

BER
-0.32
-3
10
10

-4
10
0 5 10 15 20 25 30
SNR (dB)
Fig. 8: A Raleigh channel Response
For a realistic vehicular network environment, the above
channels are added with the DS caused by speed mobility of
the network. Several simulations were performed and the
results averaged over a number of samples. Simulations were
carried out over Signal to Noise Ratio (SNR) length of 0 to 30
dB and only three different mobility speeds of 25, 126 and 252
km/h were analyzed. These are extreme values used just to
probe the behavior of the entire speed length of 0 to 252 km/h.
The scenario is that of two vehicles moving in the same or
opposite direction. This range of speed vectors allows the
consideration of mobiles moving in opposite directions with
relative speeds of up to 252 km/h. For instance, considering
South African highways, the maximum speed limit for each
vehicle is 120 km/h. Based on this context; the speed vector
range is more than enough to accommodate two mobiles
moving at the maximum highway speed in opposite directions.
Using the specification of the standard as described in Table 1,
the following other components were used:
Number of symbols (sym) =12000
Frame length for constant transmission (Cte) =100
Frame length for DDM = variable based on DS value
Pilot size = 8 sym
-0.33
10
1 3 5 7 9 11 13 15 17 19 21 23 25 27 2930
SNR (dB)
Fig. 9: DDM Response vs Cte at a speed 25 km/h
Observations from Fig. 9 show that the Cte variation is in
the range of 10e-0.295 to 10e-0.305 which gives an overall
average of 10e-0.3 over SNR variation from up to 30 dB. It is
also observed that up to 11 dB, 64-QAM behavior is similar to
that of Cte. However, from 17 dB upward, 64-QAM response
can be averaged at 10e-0.315 which is a 0.15 dB net
improvement over the Cte. It can be noticed that from 1 to 10
dB, 16-QAM present an averaged response of 10e-0.31 and
from 11 dB upward, the averaged response is around 10e-0.318
which is an improvement of 0.18 compared to Cte. It can also
be noticed that from 1 to 9 dB, both 4-QAM and BPSK
average response is around 10e-0.315, and from 10 dB upward,
their averaged response is around 10e-0.32 which is an
improvement of 0.2 compared to Cte. It can be observed that
the overall response of BPSK is slightly higher than that of 4-
QAM. In general, it can be observed that the improvement
coefficient of the all MCS used increases linearly from 64-
QAM to BPSK.
In view to clarify and demonstrate the performance of the
DDM over Cte, 64-QAM MCS was removed from Fig. 9 and
the remaining MCSs are presented in Fig. 9b.
BER vs Cte with all MCS at speed=25Km/h

Number of data sub-carrier = 48 -0.3

10
Delay spread = 3×10e-6 s
-0.31
Sym duration= 8×10e-6 s 10
BER

Angle of signal arrival = 0 -0.32

10 16-QAM(25) R=3/4
Modulation Code Scheme (MCS) used: BPSK rate ¾, BPSK(25) R=3/4
4-QAM rate ¾, 16-QAM rate ¾ and 64-QAM rate ¾ 10
-0.33 4-QAM(25) R=3/4
Cte(25)
In all three figures generated, the responses of different
MCS used at the particular speeds are presented in comparison 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
to the Cte value. The reason of using Cte is justified by the fact SNR (dB)
that under normal wireless channel, the number of symbols to Fig. 9b: DDM Response vs Cte at a speed 25 km/h
be transmitted is divided into a fixed frame length size (in this
case, 100). The Cte frame size is then appended with pilot Fig. 10 presents simulation response of the system under a
symbol used for channel estimation on the receiver side. The speed of 125 km/h.
Cte size stays constant during the entire transmission duration.
Fig. 9 presents the simulation conducted under a fixed
vehicular speed of 25 km/h.
 BER vs Cte with all MCS at speed=126Km/h BER vs Cte with all MCS at speed=252Km/h

-0.3 -0.3
10 10

-0.31
10
BER

-0.31

BPSK(126)
10
-0.32
4-QAM(126)
16-QAM(126)
64-QAM(126)
-0.33
10 Cte(126) BPSK
1 3 5 7 9 11 13 15 17 19 21 23 25 27 2930
SNR (dB)
Fig. 10: DDM Response vs Cte at a speed 126 km/h
At 126 km/h, it can be observed that the Cte behavior is
similar to that of Cte at 25 km/h. It can be noticed that up to 9
dB, 64-QAM average response is similar to that of Cte.
However, from 17 dB upward, 64-QAM averaged response is
around 10e-0.315. In this figure, the performance of 64-QAM
over Cte can be observed from 9 to 30 dB. It can also be
observed that for SNR less than 10 dB, the average response of
BPSK and both 4-QAM and 16-QAM are 10e-0.315 and 10e-
0.31 respectively. However, from 15 dB upward, all the three
MCS (BPSK, 4-QAM and 16-QAM) present almost the same
average response of about 10e-0.32. Just like in the case of Fig.
9, to clarify and demonstrate the performance of the DDM over
Cte, 64-QAM MCS was also removed from figure 10 and the
remaining MCSs are presented in Fig. 10b.
BER vs Cte with all MCS at speed=126Km/h
-0.3
10
-0.31
10
BER
BER
10
64-QAM(252)
-0.32 16-QAM(252)
10
4-QAM(252)
BPSK(252)
Cte (252)
1 3 5 7 9 11 13 15 17 19 21 23 25 27 2930
SNR (dB)
Fig. 11: DDM Response vs Cte at a speed 252 km/h
Based on the desirable and acceptable levels defined by the
IEEE and according to IEEE 802.11a standard [15], the
acceptable probability of bit error should be less than or equal
to 10e-5. This can be expressed as a percentage of BER of
10e-3 [16]. From the results shown in Fig. 8 to 11, holistically
speaking, DDM outperformed Cte far above the threshold
limit. It can be noticed that the strength of the DDM increased
with a rise of SNR value. It can also be noticed that at lower
SNR, BPSK offers much more strength when compared with
other candidate MCS. It can be observed that at high SNR
values (above 19 dB), the performance of all three MCS
(BPSK, 4-QAM and 16-QAM) tend to be similar and are
above that of the 64-QAM. A general remark from the three
figures is that they clearly demonstrate that sustainable and
effective communication can be achieved in a vehicular
network on which mobiles are subjected to a relative speed
variation up to 252 km/h.
The DDM proves to be efficient in terms of BER; however,
in terms of throughput, this has not yet been proven especially

for the mobile relative speed of 126 km/h upward. This is due
to the fact that as the speed increases, the coherence time
Cte(126) BPSK R=3/4
10
-0.32
decreases, and therefore, the number of symbols to be
4-QAM(126) R=3/4
transmitted for the DDM decreases proportionally whereas
BPSK(126) R=3/4
those of the Cte stays constant during the entire transmission
10
-0.33 16-QAM(126) R=3/4
range. But for moderate and low relative speeds, DDM can
1 3 5 7 9 11 13 15 17 19 21 23 25 27 2930 achieve high throughput compared to Cte. This is justified by
SNR (dB)
the fact that for instance at 25 km/h, the frame length of the
Fig. 10b: DDM Response vs Cte at a speed 126 km/h DDM is more than two time longer than that of the Cte.

The response of the DDM compared to that of Cte at a

mobility speed of 252 km/h is depicted in Fig. 11. From Fig.
11, the holistic view of all computed MCS still shows
considerable performance over Cte. Starting with 64-QAM, the
performance can be observed from 19 dB upward. For 16-
QAM, 4-QAM and BPSK, performance can be observed over
the entire SNR length. However, at lower SNR below 13 dB,
BPSK shows great resistance compare to both 4-QAM and 16-
QAM.
VI. CONCLUSIONS AND FUTURE WORK
This paper presented an analysis, development and design
of the DDM technique which can be used to overcome the
effect of DS in a vehicular network. Detailed derivation and
design of the DDM method was also described. The approach
was implemented in MATLAB and its performance tested
against those of the conventional method Cte. It was
demonstrated that DDM outperformed the Cte in terms of BER
and throughput at lower and moderate relative speeds. A
general response of the DDM also clearly demonstrates that
effective and sustainable communication can be achieved in a
vehicular network with relative mobility of up to 250 km/h.
 Future works will investigate a strategy for DDM [16] Wireless LAN Medium Access Control (MAC) and Physical Layer
improvement in terms of throughput at higher relative speed (PHY) Specifications, IEEE Std. 802.11, 2007.
(126 km/h upward). Techniques and measures to lower the
complexity of DDM design and implementation will be
investigated. The computation of DDM over the full length of
mobiles velocity vector to assess all performances and
perspectives will also be considered.

ACKNOWLEDGMENT
This work was supported by Tshwane University of
Technology/French South African Institute of Technology and
the National Research Foundation (NRF) via the scholarship
program of Research and Innovation Support and
Advancement (RISA).

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