Future Generation Computer Systems 135 (2022) 95–104

Contents lists available at ScienceDirect

Future Generation Computer Systems

journal homepage: www.elsevier.com/locate/fgcs

Accurate road information warning framework for intelligent vehicles

based on resource allocation
∗
Xiaonan Wang , Xilan Chen
Changshu Institute of Technology, China

article info a b s t r a c t

Article history: The main goal of the road information warning is to notify intelligent vehicles of road situations in
Received 18 October 2021 advance so that they have sufficient time to correctly react and avoid road hazards and accidents.
Received in revised form 29 January 2022 However, an intelligent vehicle has limited visual angles and resources, so it cannot produce accurate
Accepted 19 April 2022
road information alone. Road information is classified into emergency information such as accidents
Available online 4 May 2022
and non-emergency information such as traffic conditions. Emergency information is issued via
Keywords: flooding where information fusion is not allowed. This flooding results in huge information redundancy
Intelligent vehicle and inaccurate road information. Non-emergency information is retrieved by the request–response
Road information warning model where only the requestor can access road information. This model leads to inefficiency of
Resource allocation information retrieval because intelligent vehicles need to share road information. Furthermore, road
Information accuracy information retrieval may fail if vehicles without abundant resources participate in delivering road
information. Taking into account these issues, we propose a road information warning framework
for intelligent vehicles based on resource allocation. To generate accurate road information, vehicles
exploit local clouds to share resources and cooperate to produce road information. To enhance
emergency information accuracy and suppress information redundancy, the naming and resource
allocation mechanisms are proposed to achieve information fusion and improve efficiency of issuing
emergency information, respectively. To achieve non-emergency information sharing, the information
aggregation is proposed so that intelligent vehicles can rapidly access information from the nearest
provider. The framework is evaluated and the experimental results verify its advantages.
© 2022 Elsevier B.V. All rights reserved.

1. Introduction An intelligent vehicle has limited visual angles and resources,

The World Health Organization (WHO) has predicted that
worldwide road traffic accidents will cause 13 million deaths
and 500 million injuries in the next decade if no effective mea-
sures are taken [1,2]. Around 29% of traffic accidents happen
as drivers are not aware of road hazards or have no sufficient
time to correctly react to road hazards [3,4]. Therefore, the early
road information warning should be an effective way to avert
traffic accidents and enhance driving safety and efficiency. With
the emergence of intelligent vehicles, the early road information
warning becomes possible because these vehicles have sensing,
computing and communication capabilities [5–7]. The main goal
of the road information warning is to notify intelligent vehicles
of road situations in advance so that they have sufficient time
to properly respond to road hazards and avoid accidents. There-
fore, it is significant for vehicles to rapidly access accurate road
information [8,9].
∗ Corresponding author.
E-mail address: ninawang9@163.com (X. Wang).
so it cannot generate accurate road information alone. Road in-
formation is categorized into emergency information such as
accidents and non-emergency information such as traffic condi-
tions. However, emergency information dissemination and non-
emergency information retrieval are inefficient. First, emergency
road information is issued via flooding where information fu-
sion is not allowed. This flooding leads to huge information
redundancy and even broadcast storm [3]. Also, information fu-
sion is vital because it has a great impact on accuracy of road
information [4]. In this framework, the information fusion is
defined as during the dissemination of information the newly
sensed information being allowed to add to the original infor-
mation. In principle, any type of emergency information such
as accidents and road hazards may be added to the original
information. Second, non-emergency information is retrieved via
the request–response model where only the requestor can access
road information [10,11], but it is important for multiple vehicles
to share road information at a specific location. For example,
the vehicles heading for the same intersection desire the road
information at the intersection. Third, road information retrieval
may fail if vehicles without abundant resources take part in
delivering road information.

https://doi.org/10.1016/j.future.2022.04.022
0167-739X/© 2022 Elsevier B.V. All rights reserved.
X. Wang and X. Chen
According to [12–15], resource allocation can assist in im-
proving success rates of pushing information, and local clouds
can help overcome resource limitations of a single node and
enhance information accuracy. Therefore, we are motivated to
exploit resource allocation and local clouds to deliver accurate
road information. Based on this idea, we propose an accurate
road information warning framework for intelligent vehicles so
that vehicles can rapidly access emergency and non-emergency
road information to achieve driving safety and efficiency. This
framework has the following contributions:
1. The road information generation algorithm based on local
clouds is proposed. In the algorithm, vehicles construct a
local cloud to collaboratively produce accurate road infor-
mation by sharing their resources.
2. The emergency road information dissemination algorithm
based on naming and resource allocation is proposed. In
the algorithm, information fusion is achieved by naming
and information redundancy is suppressed by resource al-
location.
3. The non-emergency road information sharing algorithm
based on information aggregation is proposed. In the algo-
rithm, vehicles exploit information aggregation to rapidly
access road information from the nearest provider.
The rest of this paper is organized as follows. Section 2 dis-
cusses the related work on the road information warning,
Sections 3, 4 and 5 propose, analyze and evaluate the road in-
formation warning framework, respectively. Section 6 concludes
the paper with a summary.
2. Related work
This paper focuses on the road information warning for in-
telligent vehicles, so the related work on emergency informa-
tion dissemination and non-emergency information retrieval are
discussed.
2.1. Emergency information dissemination
In [16], the authors survey the works on emergency infor-
mation dissemination, and point out that inaccurate information
or missed information may incur improper reactions and further
result in accidents. In [17], an emergency information pushing
method is proposed, but no experimental results are provided
to verify the feasibility of the method. In [18], the authors study
the effects of emergency road information on accidents. Accord-
ing to the study, it is very significant for vehicles to rapidly
access accurate road information in advance and have enough
time to properly react to hazards ahead and avoid accidents.
In [19], the authors present an emergency information dissemi-
nation method. This method employs flooding to push emergency
information. If some vehicles fail to receive emergency infor-
mation, the method rebroadcasts the information to ensure the
receipt of the information. In [20], an emergency information
issuing approach is proposed. In this approach, the hazard ve-
hicle floods emergency information so that vehicles are able to
access information. However, flooding leads to huge information
redundancy and network congestion, which may cause missed
information [21].
In the above approaches, emergency road information is is-
sued via flooding where information fusion is not allowed during
dissemination of information. This flooding incurs huge informa-
tion redundancy and missed information. Also, information fusion
is vital because it has a great effect on accuracy of emergency road
information [4].
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Future Generation Computer Systems 135 (2022) 95–104
2.2. Non-emergency information retrieval
In [22], a non-emergency information retrieval solution is pro-
posed to enhance information retrieval efficiency. In the solution,
the address separation mechanism is proposed to improve the
addressing and information delivery performance. Based on the
mechanism, a node employs different addresses to retrieve infor-
mation. In [23], the authors present a non-emergency information
delivery approach so that vehicles can access real-time road
information and enhance driving efficiency. In the solution, only
the vehicles with registered addresses are allowed to deliver road
information, so the efficiency of road information acquisition is
improved. In [24], the authors present a novel information acqui-
sition method to improve driving safety. In the method, vehicles
acquire information from the nearest node caching the target
information. Consequently, efficiency of road information acqui-
sition is enhanced. In [25], the authors use the end-to-end com-
munication model to retrieve non-emergency information. In this
work, the requestor independently retrieves the information from
the specific provider, and during the transmission of information
other nodes are not permitted to share information. In [26],
the authors present a non-emergency road information retrieval
approach so that vehicles can quickly retrieve road information
and enhance driving efficiency. The solution enhances success
rates of information retrieval by tracking driving trajectories of
vehicles.
The above approaches achieve non-emergency information
retrieval, but in the approaches only the requestor can access
road information and other vehicles are not permitted to share
information. Consequently, the approaches result in information
redundancy and moreover it is important for multiple vehicles to
share road information.
3. Road information warning framework for intelligent vehi-
cles
The framework in Fig. 1 consists of the road information gen-
eration algorithm, emergency road information dissemination al-
gorithm and non-emergency information sharing algorithm. The
goal of the information generation algorithm is that vehicles
collaboratively produce road information by constructing local
clouds and sharing resources. The emergency information dis-
semination algorithm and non-emergency information sharing
algorithm work based on the information generation algorithm.
The information dissemination algorithm aims to achieve in-
formation fusion by exploiting naming and alleviate redundant
information by using resource weights. The objective of the infor-
mation sharing algorithm is that vehicles can rapidly share road
information by performing information aggregation and auxiliary
set. The symbols utilized in the framework are shown in Table 1.
In this framework, only the intelligent vehicles with sufficient
resources are eligible to perform the algorithms, so the resource
weight is proposed to assess the resources of each intelligent
vehicle. Intelligent vehicle IVi calculates its resource weight rwi
according to (1–2), where ej is the jth (1 ≤ j ≤|RSi |) element in
the resource set RSi of IVi , wj is the weight of ej , and tj is the
resource threshold of ej .
ej /tj ; ej ≥ tj
{
wj = (1)
0; ej < tj
|RSi |
∏
r wi = wj (2)
j=1
X. Wang and X. Chen Future Generation Computer Systems 135 (2022) 95–104

Fig. 1. Framework Overview.

Table 1
Symbols.

Symbol Description

IVi Intelligent vehicle

rwi Resource weight of IVi
RSi Resource set of IVi
ej The jth element in RSi
wj Weight of ej
tj Resource threshold of ej
CTi Cloud table created by IVi
TMi Timer started by IVi
VSi Neighbor vehicle set of IVi
HLi Hop limit set by IVi
ASi Auxiliary set constructed by IVi Fig. 2. Generation of road information based on local cloud.
THl Link duration threshold
lik Link duration between IVi and any neighbor IVk
r Transmission radius repeats lines 5–13 until TMi expires, as shown in lines 14–15.
(xi , yi ) Coordinates of IVi Sub-algorithm-2 describes how the neighbor intelligent vehicle
(xk , yk ) Coordinates of IVk IVn receiving Req helps create road information. As shown in
si Speed of IVi lines 1–4, if the distance dn between IVn and IVi is smaller than
sk Speed of IVk
threshold THd , IVn uses its resources to create different types of
road information such as fog or ice that form the cloud table CTn .
αi Movement angle of IVi
Then, IVn performs lines 5–7 to return Rep with CTn .
αk Movement angle of IVk
Fig. 2(a) shows how road information is generated by con-
COj Coordinates related to road information structing a local cloud. Intelligent vehicle IV0 sends Req to start
j
di Distance from IVi to COj the process of creating road information. After the neighbor intel-
j
dk Distance from IVk to COj ligent vehicles receive Req, they use their resources to create the
information and return the information to IV0 . After IV0 receives
the information, it produces road information by creating its
cloud table. In this way, IV0 and its neighbors collaborate to gen-
3.1. Generation of road information
erate road information by constructing a local cloud and sharing
The main idea behind the road information generation al- their resources. The flow diagram of information generation is
gorithm is that multiple intelligent vehicles form a local cloud shown in Fig. 2(b).
to collaboratively produce road information by sharing their re-
sources. Each vehicle maintains a cloud table to cache road in- 3.2. Dissemination of emergency road information
formation, and one cloud entry includes the name, information,
coordinates and lifetime. If the resource weight rwi of intelligent The main idea behind the emergency information dissemi-
vehicle IVi with coordinates COi is greater than zero, it performs nation algorithm is to achieve information fusion by exploiting
Algorithm 1 to create road information related to COi . Algorithm naming and mitigate information redundancy by using resource
1 includes two sub-algorithms. Sub-algorithm-1 explains how IVi weights. If intelligent vehicle IVi with COi detects road hazards
creates its cloud table CTi . As shown in lines 1–3, IVi sends the such as traffic accidents, it creates the cloud table CTi and fulfills
message Req and starts the timer TMi . During TMi , if IVi receives Algorithm 2 to issue emergency road information. Algorithm 2
the message Rep with the cloud table CTn , it checks each cloud includes two sub-algorithms. Sub-algorithm-1 explains how IVi
entry CEx in CTn . If CTi includes the cloud entry CEy where the issues CTi . As shown in lines 1–2, IVi selects the next hop from
name is equal to the name NAx in CEx , it fuses information DAx the neighbor vehicle set VSi according to (3)–(4). In (3)–(4), rwx
in CEx into the information DAy in CEy , as shown in lines 4– is the resource weight of any vehicle IVx in VSi , dn is the distance
8. Otherwise, IVi adds CEx in CTi , as shown in lines 9–13. IVi from the next hop to IVi and dx is the distance from IVx to IVi .
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X. Wang and X. Chen Future Generation Computer Systems 135 (2022) 95–104

Then, IVi performs lines 3–4 to send Push with CTi and hop limit
HLi . Fig. 3. Dissemination of emergency road information based on information
fusion.
∀IVx ∈ VSi
(3)
r wx > 0
|VSi |
dn = MAX dx (4)
x=1

Sub-algorithm-2 depicts how intelligent vehicle IVf receiving

Push helps disseminate CTi . As shown in lines 1–2, IVf caches CTi .
If IVf is the destination, it decreases HLi by 1. If IVf senses the
new emergency information such as ice or fog that form the cloud
table CTn , for each cloud entry CEx in CTn , IVf adds CEx in CTi , as
shown in lines 3–9. If HLi is greater than zero, IVf selects the next
hop from the neighbor vehicle set VSi according to (3)–(4) and
forwards Push with CTi and HLi , as shown in lines 10–15. In (4),
dn is the distance from the next hop to IVf and dx is the distance
from IVx to IVf .
Fig. 3(a) shows how emergency information is issued based
on information fusion. Vehicle IV0 with coordinates CO0 senses
emergency road information such as accidents, so it creates cloud
table CT0 including information DA1 and DA2 defined by names
NA1 and NA2 respectively, elects neighbor vehicle IV1 as the next
hop based on the resource weight and link stability duration, and
sends Push with CT0 to vehicle IV1 . Vehicles IV1 and IV1′ receive
Push and share CT0 at the time T1 . Then, IV1 with coordinates CO1
creates the cloud entry in CT0 to cache the newly sensed road
information DA3 defined by name NA3 , and forwards Push with
CT0 to neighbor vehicle IV2 . Similarly, vehicles IV2 and IV2′ receive
Push and share CT0 , and IV2 is chosen based on the resource
3.3. Sharing of non-emergency road information
weight and link stability duration to forward Push with CT0 to
vehicles IV3 and IV3′ that share CT0 at the time T2 . In this way,
during the dissemination of cloud tables, the vehicles exploit The main idea behind the non-emergency information sharing
naming to achieve information fusion. Moreover, the resource algorithm is that vehicles can rapidly share road information
weights and link stability durations are employed to issue cloud from the optimal provider by performing information aggregation
tables in the unicast way, so redundant information is suppressed. and auxiliary set. Each intelligent vehicle maintains a sharing
The flow diagram of emergency road information dissemination table and one sharing entry includes the coordinates and life-
is shown in Fig. 3(b). time. If intelligent vehicle IVi desires road information at location
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X. Wang and X. Chen
coordinates COj , it performs Algorithm 3 to share information.
Algorithm 3 includes three sub-algorithms.
Sub-algorithm-1 describes how IVi receives the cloud table CTj
related to COj . As shown in lines 1–2, IVi selects neighbor vehicles
to form auxiliary set ASi according to (5)–(6). In (5)–(6), rwk is the
j
resource weight of any vehicle IVk in ASi , dk is the distance from
j
IVk to COj , di is the distance from IVi to COj , lik is the link duration
between IVi and IVk , THl is the link duration threshold, (xi , yi ) and
(xk , yk ) are the coordinates of IVi and IVk , respectively, si and sk
are the speed of IVi and IVk , αi and αk are the movement angles
of IVi and IVk , and r is the transmission radius of IVi and IVk .
∀IVk ∈ ASi
j j (5)
(r wk > 0) ∧ (dk < di ) ∧ (lik > THl )
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Future Generation Computer Systems 135 (2022) 95–104
√
(a2 +c 2 )r 2 −(ad−bc)2 −(ab+cd)
lik = a2 +c 2
where
a = si cos αi − sk cos αk (6)
b = xi − xk
c = si sin αi − sk sin αk
d = yi − yk
Then, IVi chooses the next hop from ASi according to (7), sends
j
Int with ASi and COj , and starts timer TMi via lines 3–5. In (7), dn
is the distance from the next hop to COj . After IVi receives Data
with CTj and COj , it caches CTj , as shown in lines 6–7. If IVi has
the sharing entry SEj for COj , it performs lines 8–14 to forward
Data and removes SEj .
|ASi |
djn = MIN djx (7)
x=1
Sub-algorithm-2 depicts how intermediate vehicle IVn with
coordinates COn receiving Int helps perform information sharing.
As shown in lines 1–5, if IVn caches the cloud table CTj , it returns
Data with CTj and COj . If COn is equal to COj , it creates the cloud
table CTj , and returns Data with CTj and COj , as shown in lines
6–10. If IVn is included in ASi and has the sharing entry SEj for
COj , it terminates the procedure, as shown in lines 11–13. If IVn is
contained in ASi , it implements lines 14–17 to create the sharing
entry SEj for COj . If IVn is the destination and the distance dn from
COn to COj is smaller than r, it forwards Int via 18–20. Otherwise,
IVn constructs auxiliary set ASi according to (5)–(6). In (5)–(6),
j
di is the distance from COn to COj , and lik is the link duration
between IVi and IVk . IVn chooses the next hop from ASi according
to (7) and forwards Int with ASi and COj , as shown in lines 21–
27. Sub-algorithm-3 describes how the intermediate vehicle IVn′
receiving Data helps share CTi . If IVn′ desires CTj , it caches CTj ,
as shown in lines 1–2. If IVn′ has the sharing entry SEj for COj , it
forwards Data and removes SEj , as shown in lines 3–7.
Fig. 4(a)–(b) show how non-emergency road information is
shared among multiple vehicles based on information aggrega-
tion and auxiliary set. As shown in Fig. 4(a), vehicle IV2 desires
the road information at coordinates CO0 , so it selects vehicles
IV1 and IV1′ to construct the auxiliary set {IV1 , IV1′ } and sends
Int with CO0 to IV1 . IV1 and IV1′ receiving Int create the sharing
entry for CO0 at the time T1 , and IV1 forwards Int to IV0 with CO0 .
Then, vehicle IV3 also desires the road information at CO0 , so it
chooses vehicles IV2 and IV2′ to form the auxiliary set {IV2 , IV2′ }
and sends Int with CO0 to IV2 . IV2 and IV2′ construct the sharing
entry for CO0 at the time T2 . IV2 constructs the auxiliary set {IV1 ,
IV1′ } and sends Int with CO0 to IV1 . Since IV1 has the sharing
entry for CO0 , the information aggregation is achieved. As shown
in Fig. 4(b), IV0 creates the cloud table CT0 and returns Data with
CT0 . Since IV2 leaves the communication range of IV1 , Data is sent
back to IV2 via IV1 and IV2′ . This is the advantage of the auxiliary
set because the auxiliary set can guarantee the successful sharing
of road information. Then, IV2 forward Data to IV3 based on
the sharing entry for CO0 at the time T3 . In this way, based on
information aggregation, IV2 and IV3 share the road information
in parallel. Fig. 4(c) demonstrates how vehicles retrieve non-
emergency road information from the optimal provider. Vehicle
IV4 sends Int with CO0 to get the road information related to
CO0 . Since IV2 receiving Int caches CT0 , it directly returns Data
with CT0 to IV4 . Thus, IV4 rapidly retrieves the road information
from the optimal provider IV2 . Taken together, the information
aggregation and auxiliary set ensure that non-emergency road
information is rapidly and successfully shared among vehicles.
The flow diagram of non-emergency road information sharing is
shown in Fig. 4(d).
X. Wang and X. Chen Future Generation Computer Systems 135 (2022) 95–104

Fig. 4. Sharing of non-emergency road information.

4. Analysis vehicle at the target location. Therefore, the delay TIS , success
rate SIS and cost CIS of intelligent vehicles sharing information
The main goal of the proposed framework is that intelligent are shown in (11)–(13), where hWDA is the distance to the vehicle
vehicles rapidly access emergency and non-emergency road in- producing the information, hDA is the distance to the vehicle
formation, so the delays, success rates and costs of emergency performing information aggregation, TDA is the time consumed by
information dissemination and non-emergency information shar- waiting for the information, ASi is the auxiliary set of the ith hop,
ing are analyzed. In the Emergency Warning dissemination (EW), pj is the probability of the ith auxiliary vehicle failing to forward
the delay TEW , success rate SEW and cost CEW of intelligent vehicles the information.
2hDA · t + TDA ; DA, TDA < 2hWDA · t − 2hDA · t
{
having receiving emergency information are shown in (8)–(10),
where hEW is the distance to the vehicle issuing the information, TIS = (11)
2hWDA · t ; WDA
t/c is the delay/cost of issuing the information between neighbors, ⎧h |ASi |
DA
and pi is the probability of the ith hop failing to forward the ⎪ ∏
⎨ (1 −
∏
pj ); DA
⎪
information. SIS = (12)
i=1 j=1
⎪
TEW = hEW · t (8) ⎩∏hWDA
⎪ ∏|AS |
i=1 (1 − j=1i pj ); WDA
SEW = 1 − pi (9) {
2hDA · c ; DA
CEW = hEW · c (10) CIS = (13)
2hWDA · c ; WDA
In the road Information Sharing (IS), intelligent vehicles share The Existing Emergency Warning (EEW) issuing solution [19]
information in two cases. In the first case with Data Aggrega- is selected to compare with the proposed framework. In EEW,
tion (DA), intelligent vehicles share information from the vehicle each vehicle participates in issuing the information, so the delay
performing information aggregation. In the second case Without TEEW , success rate SEEW and cost CEEW of vehicles accessing infor-
Data Aggregation (WDA), vehicles share the information from the mation are shown in (14)–(16), where hEEW is the distance to the
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X. Wang and X. Chen Future Generation Computer Systems 135 (2022) 95–104

vehicle issuing the information and ri is the probability of the ith Table 2
hop failing to issue the information. This framework considers the Simulation configuration.

resources of the vehicles participating in issuing the information, Parameters Values

so hEEW and ri are not smaller than hEW and pi , respectively. Road length 5 km
Lanes 2
TEEW = hEEW · t ; hEW ≤ hEEW (14) MAC IEEE 802.11p
v [45 km/h, 60 km/h]
SEEW = 1 − ri ; pi ≤ r i (15) Vehicle density 0.01 vpm
h [2, 5]
CEEW = hEEW · c (16) Rounds 50

The Existing Information Sharing (EIS) solution [26] is chosen

to compare with the proposal. In EIS, each vehicle takes part in
forwarding the information, so the delay TEIS , success rate SEIS the distance from the vehicle generating the road information
and cost CEIS of vehicles receiving the information are shown in to the vehicle accessing the road information. The simulation
(17)–(19), where hEIS is the distance to the vehicle at the target configuration is shown in Table 2. The road contains two lanes
location. The proposal takes into account the link duration of the in each of two directions and is 5 km in length. SUMO is used to
vehicles taking part in forwarding the information, so hEIS and ri simulate the movements of intelligent vehicles, the MAC protocol
are not smaller than hWDA and pi , respectively. is IEEE 802.11p, the initial vehicle density is 0.01 vpm, and the
velocity (v) ranges from 45 km/h to 60 km/h. The experiment
TEIS = 2hEIS · t ; hWDA ≤ hEIS (17)
is repeated 50 times. The experiment includes two stages, and
hEIS
∏ the first stage works based on the second stage. The first stage is
SEIS = (1 − ri ) (18) the generation of road information by constructing local clouds
i=1 and the second stage is the emergency information dissemination
CEIS = 2hEIS · c (19) and the non-emergency road information sharing. At the first
stage, vehicles share their resources and collaboratively produce
Based on (8) and (14), TEW is compared with TEEW , as shown road information by constructing local clouds. At the second
in (20)–(21). stage, vehicles issue emergency information to enhance driving
TEW − TEEW = hEW · t − hEEW · t (20) safety or share non-emergency information to improve driving
efficiency. As shown in Fig. 5(a–c), with the growth in h, the
hEW ≤ hEEW ⇒ TEW ≤ TEEW (21) delays and costs of emergency information dissemination and
Based on (9) and (15), SEW is compared with SEEW , as shown non-emergency information sharing increase while the success
in (22)–(23). rates keep relatively stable. The main reason is that the growth
in h augments the transmission scope of road information. Con-
SEW − SEEW = 1 − pi − (1 − ri ) (22) sequently, the costs and delays in EW, DA and WDA grow. In EW,
the success rate is determined by the probability of the next hop
pi ≤ ri ⇒ SEW ≥ SEEW (23)
successfully issuing the information, so it is hardly affected by h
Based on (10) and (16), CEW is compared with CEEW , as shown and remains constant. In DA and WDA, the auxiliary set is used
in (24)–(25). to guarantee that vehicles access information, so the success rates
also keep stable and are greater than the one in EW. In EW, the
CEW − CEEW = hEW · c − hEEW · c (24) information is pushed from the hazard vehicle to the following
hEW ≤ hEEW ⇒ CEW ≤ CEEW (25) vehicles, so the delay and cost are minimal. In WDA vehicles pull
the information from the vehicle at the target location, whereas
Based on (11) and (17), TIS is compared with TEIS , as shown in in DA vehicles share the information from the vehicle performing
(26)–(27). aggregation. Therefore, the cost and delay in WDA are greater
TIS − TEIS < 2hWDA · t − 2hEIS · t (26) than the ones in DA, and the success rate is slightly smaller than
the one in DA. As shown in Fig. 5(d), the growth in v increases
hWDA ≤ hEIS ⇒ TIS ≤ TEIS (27) the probability of vehicles failing to issue the information, so the
Based on (12) and (18), SIS is compared with SEIS , as shown in success rates of emergency information dissemination and non-
(28)–(29). emergency information sharing decrease. In DA and WDA, the
auxiliary set is used to suppress failures of information delivery,
hWDA |ASi | hEIS
∏ ∏ ∏ so the success rates are greater than the one in EW. In WDA,
SIS − SEIS > (1 − pj ) − (1 − ri ) (28) vehicle population involved in information sharing are greater
i=1 j=1 i=1 than the ones in information dissemination in DA, so the success
rate in WDA is smaller than the one in DA.
}
1 ≤ ASi
⇒ SIS ≥ SEIS (29) The Existing state of art Emergency Warning (EEW) issuing
pi ≤ r i
solution [19] is selected to compare with the proposal EW. As
Based on (13) and (19), CIS is compared with CEIS , as shown in shown in Fig. 6(a–c), with the growth in h, the delays and costs
(30)–(31). of emergency information dissemination in EW and EEW increase
while the success rates keep relatively stable. The main reason is
CIS − CEIS < 2hWDA · c − 2hEIS · c (30)
that the growth in h extends the transmission scope of issuing
hWDA ≤ hEIS ⇒ CIS ≤ CEIS (31) road information. Consequently, the delays and costs in EW and
EEW grow. In contrast, the success rates in EW and EEW are
5. Evaluation determined by the probability of the next hop successfully issuing
the information, so it is rarely impacted by h and remains steady.
The delays, success rates and costs of emergency information As shown in Fig. 6(d), the growth in v increases the probability
dissemination and non-emergency information sharing are eval- of vehicles failing to issue the information, so the success rates of
uated in network simulator-3, as shown in Figs. 5–7, where h is disseminating emergency information in EW and EEW decrease.
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X. Wang and X. Chen
Fig. 5. Evaluation.
In EW, resource configurations of vehicles are considered to elect
the next hop, so the latency and cost are smaller than the ones
in EEW and the success rate is higher.
The Existing state of art Information Sharing (EIS) solution [26]
is chosen to compare with the proposal IS. As shown in Fig. 7(a)–
(c), with the growth in h, the delays and costs of information
sharing increase while the success rate in IS keeps stable and the
one in EIS reduces. The growth in h enlarges the transmission
scope of road information, so the delays and costs in IS and EIS
grow and the success rate in EIS reduces. In IS, the auxiliary
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Future Generation Computer Systems 135 (2022) 95–104
Fig. 6. Comparisons of emergency information dissemination.
set is used to guarantee receipt of information, so the success
rate remains stable and is greater than the one in EIS. In IS,
vehicles share road information from either the vehicle at the
target location or the vehicle performing information aggregation.
In contrast, in EIS vehicles only receive road information from
the vehicle at the target location. Hence, the delay and cost in
IS are smaller than the ones in EIS. As shown in Fig. 7(d), the
growth in v increases the probability of vehicles failing to deliver
X. Wang and X. Chen Future Generation Computer Systems 135 (2022) 95–104

1. The proposal achieves information fusion by exploiting

naming, and elects the next hop by using resource config-
urations to enhance efficiency of issuing emergency infor-
mation. In contrast, the existing solution does not support
information fusion and employs flooding to disseminate
emergency information.
2. In the proposal, vehicles employ auxiliary set and infor-
mation aggregation to rapidly share the information from
the nearest provider. In the existing solution, each vehicle
accesses the information from the target vehicle and dur-
ing the transmission of information other vehicles cannot
share the information.

6. Conclusions

The proposed framework focuses on accurate road information

dissemination and sharing. To generate accurate road informa-
tion, the framework exploits local clouds to enable collabora-
tion among vehicles to produce road information by sharing
resources. To reduce road information dissemination delays and
improves success rates, the framework proposes naming and re-
source weights to enhance efficiency of disseminating emergency
information. The experimental results verify that the delays of
issuing emergency information are alleviated by naming and the
success rates are enhanced by resource weights.
To decrease road information sharing delays and enhance
success rates, the framework proposes information aggregation
and auxiliary sets so that intelligent vehicles can rapidly and suc-
cessfully access road information from the nearest provider. The
experimental results verify that the delays of road information
sharing are reduced by information aggregation and the success
rates are improved by auxiliary sets.

CRediT authorship contribution statement

Xiaonan Wang: Conceptualization, Methodology, Software,

Writing – reviewing and editing. Xilan Chen: Software, Valida-
tion, Formal analysis, Writing – original draft.

Declaration of competing interest

The authors declare that they have no known competing finan-

cial interests or personal relationships that could have appeared
to influence the work reported in this paper.

References

Fig. 7. Comparisons of non-emergency information sharing.
information, so the success rates of information sharing in IS and
EIS decrease. In IS, the auxiliary set helps suppress failures of
information delivery, so the success rate is greater than the one
in EIS.
Based on Figs. 5–7, the proposal has lower delays and costs
in issuing emergency information and retrieving non-emergency
information, and has higher success rates. The main reasons are
two-fold:
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