Symmetry 13 00438 v2

SS symmetry
Article
Vehicular Communications Utility in Road Safety Applications:
A Step toward Self-Aware Intelligent Traffic Systems
Eduard Zadobrischi 1,2, * and Mihai Dimian 1
1 Department of Computers, Electronics and Automation, Faculty of Electrical Engineering and Computer Science,
“Stefan cel Mare” University, 720229 Suceava, Romania; dimian@usm.ro
2 Department of Computer Science, Technical University of Cluj-Napoca, 400027 Cluj-Napoca, Romania
* Correspondence: eduard.zadobrischi@usm.ro
Abstract: The potential of wireless technologies is significant in the area of the safety and efficiency
of road transport and communications systems. The challenges and requirements imposed by end
users and competent institutions demonstrate the need for viable solutions. A common protocol by
which there could be vehicle-to-vehicle and vehicle-to-road communications is ideal for avoiding
collisions and road accidents, all in a vehicular ad hoc network (VANET). Ways of transmitting
warning messages simultaneously by vehicle-to-vehicle and vehicle-to-infrastructure communica-
tions by various multi-hop routings are set out. Approaches to how to improve communication
reliability by achieving low latency are addressed through the multi-channel (MC) technique based
on two non-overlaps for vehicle-to-vehicle (V2V) and vehicle-to-road (V2R) or road-to-vehicle (R2V)
communications. The contributions of this paper offer an opportunity to use common communication
adaptable protocols, depending on the context of the situation, coding techniques, scenarios, analysis
of transfer rates, and reception of messages according to the type of protocol used. Communications
between the road infrastructure and users through a relative communication protocol are highlighted

and simulated in this manuscript. The results obtained by the proposed and simulated scenarios
Citation: Zadobrischi, E.; Dimian, M. demonstrate that it is complementary and that the common node of V2V/V2R (R2V) communication
Vehicular Communications Utility in
protocols substantially improves the process of transmitting messages in low-latency conditions and
Road Safety Applications: A Step
is ideal for the development of road safety systems.
toward Self-Aware Intelligent Traffic
Systems. Symmetry 2021, 13, 438.
Keywords: inter-vehicle communications; hybrid networks; V2V; V2R; R2V; dedicated short-range
https://doi.org/10.3390/sym13030438
communications; safety communications; road communications
Academic Editor: Peng-Yeng Yin
Received: 5 February 2021

Accepted: 4 March 2021 1. Introduction
Published: 8 March 2021 The demand for goods is constantly growing but also the need to transport and
transit the world from one end to the other. It imprints a hallucinatory feature in terms of
Publisher’s Note: MDPI stays neutral vehicle density, making it extremely difficult to control and implement efficient fluidization
with regard to jurisdictional claims in systems. Whether we are talking about road, sea, rail, or air transport, all of these face
published maps and institutional affil- extremely many problems that are addressed by research institutes around the world,
iations. trying to remedy many shortcomings, highlighting comparative aspects between the
types of transport and what could be directions. In addition, Vladimir Belokurov [1] and
Enoch [2] try to propose and highlight certain deficiencies locally treated and to remedy
them through solutions and mathematical models dedicated to the road sector. Recent
Copyright: © 2021 by the authors. studies have energized the literature through the works of Dulebenets [3] and Albayrak [4],
Licensee MDPI, Basel, Switzerland. who propose and analyze air transport and also local public transport, areas in continuous
This article is an open access article expansion. Some recent studies have highlighted the automotive and road transport sectors
distributed under the terms and because they are the most used at the moment. The factors determined in the study and
conditions of the Creative Commons the focus on this area come from social and economic considerations because annually,
Attribution (CC BY) license (https:// road accidents cause damage in both sectors. Efficient management of infrastructure and
creativecommons.org/licenses/by/
communication networks can significantly reduce accident rates or congestion, delays, and
4.0/).
Symmetry 2021, 13, 438. https://doi.org/10.3390/sym13030438 https://www.mdpi.com/journal/symmetry

Symmetry 2021, 13, 438 2 of 22
limitations. The social impact produced by road accidents cannot go unnoticed in terms of
the loss of life that continues to cause about three deaths every minute.
Millions of road deaths occur globally every year, and drivers can avoid about 60–70%
of them if they are informed at least half a second before a collision can occur. With
approximately 1.3 million victims and over 50 million injured each year, this problem
is extremely damaging to our society. Only from an economic point of view, these road
accidents cause losses of between 1% and 5% of a country’s gross domestic product, in
addition to human and social losses. We can say that 90% of road accidents are caused by
human error, lack of attention, driving under the influence of stress, fatigue, or delayed
reaction times due to drivers taking other actions while driving. Due to a limited perception
of drivers, they cannot react in time in the case of a possible accident; the cognitive
reaction process in the case of a reaction to the visualization of taillights needs time to
be processed between 0.7 s and 1.5 s [5,6]. Thus, the Intelligent Transportation System
(ITS) department deals with the development of new protocols for communication and
transmission of urgent messages to obtain short propagation times. The first reactions took
place in 2003 when the American Society for Testing and Material (ASTM), a committee
specialized in standardizing and supporting public and road safety, their priority being
social safety, adopted the Dedicated Short-Range Communication (DSRC) standard. We
can say that 5.9 GHz dedicated short-range communication (DSRC) is based on the IEEE
802.11p standard and can be considered a promising solution in the area of applicability of
vehicle-to-vehicle (V2V), vehicle-to-road (V2R), and road-to-vehicle (R2V) communications,
or more briefly infrastructure-to-vehicle I2V. Thus, DSRC uses orthogonal frequency-
division multiplexing (OFDM) but also because of the wireless local area network (WLAN)
standard implemented and defined in IEEE 802.11a [7,8]. At the level compared to IEEE
802.11a, DSRC has characteristics of robustness in interference and adaptability under
conditions of continuous and fast movement. Therefore, the DSRC channel is divided
into 7 channels with a frequency of 10 MHz, and each channel is divided into another
52 sub-channels. To comply with the requirements of data security, these sub-channels
are classified into four priority categories. Consequently, important priority information
about security applications is transmitted using the central channel. We can say that in the
context of data collision prevention, DSRC uses carrier/sense multiple access with collision
avoidance (CSMA/CA). Being a type of short- to medium-range wireless communication,
this protocol has applicability in the concept dedicated to road safety systems and V2V
or V2R (R2V) communications. Research in the field of V2V communications has been
condensed into two main and existential areas, medium access control (MAC) and the
forwarding of transmitted messages [9]. According to the literature, we can say that IEEE
802.11 MAC is considered the de facto protocol in DSRC, such as the case of time-division
multiple access (TDMA) based on slotted MAC protocols, which are also ideal proposals.
Regarding the main problem related to the latter approach is caused by the management
of synchronization and allocation of slots dedicated to distribution in multihop networks,
being conditions of high mobility in traffic on highways and heavily trafficked roads.
Considerations and studies have concluded that proper optimization of IEEE 802.11 MAC
could become a portable solution in DSRC applications, although there are performance
limitations in the stability of the MAC protocol. The likelihood of causing IEEE 802.11
self-competition between adjacent nodes and data flow leads to a limitation of the flow
path, although there is also the ability to route protocols such as the ad hoc distance vector
(AODV) being considered useful in forwarding messages from DSRC applications [10,11].
2. Issues and Solutions Addressed in Vehicular Communications

Existence of emergencies, a source vehicle (e.g., crashed car) in the current stages
cannot communicate in advance with other potential recipients based on identity (ID).
We can say that unlike AODV, the routing that addresses the strict orientation to the
products applicable to emergencies provides priority messages. The literature and research
paper [12], highlights a protocol that broadcasts multiple and aims to limit the number of
Symmetry 2021, 13, 438 3 of 22
packets in the network, so it can outline an inter-vehicular communication, even multiple

in a situation where there is no nonplatoon driving.
We can say that V2V communication protocols not only include policies related to
congestion control, services, and even a mechanism dedicated to differentiation but also
ways to disseminate urgently warnings to obtain a low latency in the process of propa-
gating messages. Biswas et al. present a general way of using and transmitting protocols
applied in shaping cooperative management systems and road accident avoidance based
on DSRC [9]. Problems related to the costs generated by the dissemination of protocols raise
questions and outline techniques for mitigating these storms being proposed in [13,14],
where each called node has the ability to transmit a message with some probability of
reaching the receiver. These problems involve the academic community approaching new
solutions to optimizing broadcasting storms and reducing the amount of heavy traffic,
which with exaggerated transmissions may collide due to the excessive number of broad-
cast messages. The first step was to design a multi-channel (MC) wireless communication
protocol to support commercial or infotainment-type communications. That may have
high potential but requires high bandwidth to interconnect a network vehicle and the
roadway or infrastructure, an area with a multi-channel hotspot band, and communication
services, all of which have the ability of enabling vehicle-to-vehicle communication in
critical situations on a separate safety channel [15]. Therefore, more precisely, when the
contention-free period (CFP) is reached, a vehicle can transmit its signals without being
disturbed, using the roadside units, while all other vehicles remain on stand-by. In the
way that vehicles are in the containment period (CP), vehicles that are at the border of the
regions where they can receive services can use the whole process using an ad hoc protocol.
We deduce that safety messages are not delivered simultaneously, even if the vehicles
are located in the nearby service area. The researches in [16–18] propose, based on IEEE
802.11p, a special way and mechanism designed to reduce long-term delays in establishing
connections. We can say that the mechanism benefits from a station that works in wireless
access in the average vehicle (WAVE). This way, the vehicle can communicate quickly with
other interlocutors using a wildcard Basic Service Set Identification (BSSID) having the
possibility to not involve authentication processes and association, considerably reducing
the way the connection is set up and the delivery of messages that have a certain delay.
Studies conducted and the literature mentioned above focused on how to design and
develop protocols to perform message forwarding, depending on the priority and mode of
communication, whether we are talking about V2V or V2R (R2V) communication. In this
paper, a common V2V/V2R (R2V) communication perspective is proposed and presented as
a protocol and a way of simultaneous forwarding of messages in emergencies, prioritizing
messages through these types of communications, thus not only improving the transmission
ratio and message delivery but also obtaining improved delivery reports through low
latency and operational capability through multi-route diversity. Moreover, we can say that
MC techniques are ideas to be able to eliminate co-channel interferences between V2V and
V2R (R2V) communication by assigning frequency bands with different characteristics. This
paper addresses in Section 3 the common V2V/V2R (R2V) communication protocol and
modeling and the design of an emergency message-forwarding architecture. Subsequently,
the performances of the communication protocol proposal in its applicability in road safety
scenarios on highways are analyzed. We can say that in the contexts mentioned above,
this paper aims to provide a broad perspective on V2V and V2R (R2V) communications
by exemplifying the way of modeling and application in the development of road safety
applications and systems. This approach has huge potential by exposing conclusive results
related to simulation scenarios based on real-life case studies. Therefore, vehicle-to-vehicle
(V2V), V2R (R2V), and I2V communications can have a high degree of applicability in
practical cases, solving over 80% of the problems mentioned above [19–21].
Symmetry 2021, 13, 438 4 of 22
3. Vehicular Communications and Proposed Solutions

We can say that in the scenarios of road traffic that takes place on highways, when vehi-
cles encounter other vehicles or abnormal movements, unexpected or improper movements,
and even mechanical failures, a warning message is generated regarding the collision or
emergency to the entire platoon of vehicles. In V2V communication, signals and warning
messages regarding collisions or events from one vehicle to another are transmitted over
several channels without the involvement of a roadside unit. At the same time, the warning
messages in the V2R (R2V) communication area are first transmitted to a roadside unit and
then retransmitted by that unit to the vehicles on the network. Vehicles receiving a warning
message using V2V communication are required to transmit to a roadside unit, and if they
have not received the warning message with the ID sent, they can request a new message
to the roadside unit (RSU). The information that contains warning messages also contains
the event ID, the car ID, the transmitter information, and the global positioning system
(GPS )location, all generated to be able to get an overview in order to avoid a collision
or an unpleasant event. We can say that the vehicle in the receiver position to identify
whether a message has come from the opposite direction can use the location information,
which is attached to the sender, or from the route traveled (front or rear). Therefore, when
using V2V communication, vehicles will redirect warning messages in a selective way to
the other vehicles in the network. Therefore, the characteristic of a high delivery ratio and
low latency is extremely important for the process of transmitting warning messages. We
can say that due to the degree of congestion and due to packet collisions but also to the
reliability of the wireless channel, the part of scenarios in road traffic can suffer extremely
much by delayed delivery in a timely manner [22]. Specifically, the wireless channel for
communication between vehicles is disturbed by various propagating phenomena, such
as multihop weakening or even signal shading. Multihop weakening can occur due to
interference; in some cases, the factor is constructive, while sometimes, it can be destructive,
often forming between two or more echoes of the signal that are transmitted, reaching the
receiving area at different times. We can say that the phases of these multihop components
are almost random, and the amount of their entire contribution varies greatly.
Therefore, the transmitted signal is sometimes diffracted and subsequently reflected by
nearby infrastructure or by objects between vehicles, which leads to a multitude of versions
of the transmitted signal and changes in reception times, even amplitudes. We conclude that
this causes the signal and the sum of the received multiple signals to change in amplitude or
in-phase and as a result, the reliability characteristics of the wireless channels are extremely
degraded mobility conditions. We can say that in conventional broadcasting protocols,
there is a probability of a general loss and dissipation of information in the network,
concluding that the result of such a process is a lasting conflict and collisions with excessive
packet loss. The difficulties mentioned in the previous sections can be addressed through a
new common protocol on V2V and V2R or R2V communications, which is presented in this
section and which addresses strictly the safety of motorway traffic. V2V and V2R or R2V
communications are concatenated to not only more effectively incorporate their features
but also suppress the impact of the reliability of wireless channels, all achieved through the
exploitation of diversity and the management of several communication routes [23,24].
Another mechanism is one that finds similarities with the process of intelligent broad-
casting but through the process of recognition and implicit confirmation of messages
through redundant warnings to limit data packet collisions. Another feature can be ex-
posed by MC techniques that aim to reduce and eliminate co-channel interference between
V2V and V2R or R2V communications by assigning different bands with different frequen-
cies. For a better perception of the way of operation and to understand more precisely
traffic scenarios, a single lane was proposed in the first phase, as shown in Figure 1, to
evaluate the common communication protocol V2V/V2R (R2V) as a proposal to increase
road safety. We can assume that we have two independent transmitters operating in dif-
ferent frequency bands in channel 1, with the other for V2R or R2V communication being
Symmetry 2021, 13, x FOR PEER REVIEW 5 of 22
frequencies. For a better perception of the way of operation and to understand more pre-
Symmetry 2021, 13, 438 cisely traffic scenarios, a single lane was proposed in the first phase, as shown in Figure 1,
5 of 22
to evaluate the common communication protocol V2V/V2R (R2V) as a proposal to increase
road safety. We can assume that we have two independent transmitters operating in dif-
ferent frequency bands in channel 1, with the other for V2R or R2V communication being
on channel 2. Under the given conditions, vehicles are capable of obtaining simultaneous
on channel 2. Under the given conditions, vehicles are capable of obtaining simultaneous
communications using V2V and V2R or R2V, as shown in Figure 1.
communications using V2V and V2R or R2V, as shown in Figure 1.
Figure 1.
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physical layer (PHY) and MAC layer. Therefore, within the network layer, they are pro- network layer, they are
processed together, as shown in Figure 2, according to the common
cessed together, as shown in Figure 2, according to the common protocol in which we find protocol in which we
find the V2V/V2R or R2V communications presented
the V2V/V2R or R2V communications presented and proposed [25–27]. and proposed [25–27].
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rear vehicle is returned. When the road reception unit captures the warning message from
ID for the rear vehicle is returned. When the road reception unit captures the warning
the source vehicle, it reshapes the ID and replaces it with its own ID for later transmission
message from the source vehicle, it reshapes the ID and replaces it with its own ID for
to vehicles within the range of the roadside unit. It should be noted that the IEEE 802.11p
later transmission to vehicles within the range of the roadside unit. It should be noted that
standard, with a Basic Service Set Identification (BSSID) feature [25], is capable of a quick
the IEEE 802.11p standard, with a Basic Service Set Identification (BSSID) feature [25], is
response in the communication process without engaging in authentication and association
capable of a quick response in the communication process without engaging in authenti-
sessions, all in support of reducing overhead and also delays. Therefore, after the warning
cation and association sessions, all in support of reducing overhead and also delays.
messages have been received, the vehicles have to go through the following steps that the
messages contain.

Therefore, after the warning messages have been received, the vehicles have to go through
Symmetry 2021, 13, 438 6 of 22
the following steps that the messages contain.
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process:
facilitates fluid to the above steps, the
communication andprocesses
also reduces that the proposed model goes through to
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optimize the association and identification
(a) If it receives a warning message containing the same sessions of theevent
network
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the process of
lighted. In the case the
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warning message therecontaining
are two possibilities
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the continuity of the
This process
process:
facilitates fluid communication and also reduces costs.
(a) If it receives a warning message containing the same event ID, then the process of
retransmitting the warning message containing the event are stopped. This process
facilitates fluid communication and also reduces costs.
Symmetry 2021,2.13,
Figure 438
Flowchart in which the behaviors of the receiving vehicles are presented based on the assimilated information7 of 22
3.1. Receiving
Figure 2. Flowchart in which behaviorsthe
ofWarning Message Confirmed by the Transceiver
based on theinassimilated
V2R or R2V Communica-
3.2.theHow to Receivethe receiving vehicles
Warning Messages are presented
from the Receiver information
That Processes the Information in the
tion Mode
V2V Communication Module
Figure 2. Flowchart in which the behaviors of the receiving vehicles are presented based on the assimilated information
 When When the vehicle receives,
receiving vehicle it
is performs
located inafront
verification of the broadcasting,
of the vehicle source ID anditthe
no adver-
longer
3.1. Receiving the Warning Message Confirmed by the Transceiver in V2R or R2V Communica-
tising
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regardingback to thewith
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tion Mode
reduce overhead
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3.1. Receiving the Warning Message Confirmed by the Transceiver in V2R or R2V Communica-
 When When the thevehicle
receiving
receiving receives,
vehicleitdoes
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transmission of procedures before the event and
According to the above steps, the processes that the proposed model goes through to
 According
When the vehicle
the prevention of a with
to the above the
collision receiving
are role
performed, is positioned
all the while behind
waiting a for
source vehicle
confirmation andof
optimize the association andsteps, the processes
identification sessions that the
of the proposed
network model
hazardsgoes through
are high-
to does
the
optimize not
warning receive
the case the
message
warning event
and
processes ID,
event the
ID
in the transmission
from
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communicationof procedures
platoon. module before the event and
lighted. In the of the last stage, there are two possibilities in theand the dangers
continuity in
of the
the the prevention
network are of a collision
highlighted. In thearecaseperformed,
of the last allstage,
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are two for confirmation
possibilities in of
the
According to the above steps, the processes that the proposed model goes through to
process:
the
continuity warning
of the message
process: and event ID from the rear platoon.
optimize the
(a) If it receives association
a warning andmessage
identificationcontaining sessions of theevent
the same network
ID, thenhazards are high-
the process of
(a) If such
According
lighted. a message
In the
retransmitting to the
case the isthe
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steps,
last
warning the
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possibilities in to
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of the a
of
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process: message until an event ID is received from
retransmitting the warning message containing the event are stopped. This process the vehicles behind the receiver.
(a) According
If it receives
facilitates toathe
fluid warning
communication message
illustration in and containing
Figurealso2,reduces
whichthe same
costs. eventthe
represents ID,behavioral
then the process diagram of
retransmitting
of vehicles acting asthe warning
receivers andmessage
using the containing
common the event are stopped.
communication protocol This process
V2V/V2R
facilitates
or R2V, a degree fluid communication
of difference in theand also reduces
behavior of receivingcosts. vehicles using V2R (R2V) or
V2V communication but also the loss is illustrated in Figure 3 and respectively Figure 2.
In the experimental realization, this paper proposes between six and nine intermediate
receiving vehicles to have the guarantee that all vehicles within the platoon will have direct
interaction with the messages on the network. According to the illustration in Figure 2,
vehicles with intermediate status will receive warning messages with the same event ID
not only from the roadside unit but also from vehicles in the vicinity by using V2R or R2V
communication, respectively [26,27].
The operation of this mechanism supports the achievement of diversity on multiple
wireless channels by increasing reliability in highly mobile environments so that a sub-
stantial improvement can be achieved in the process of delivering messages of interest to
traffic participants. Detailed presentation of the vehicle illustration in Figure 4. We can say
that the mentioned advantage is demonstrated by the results obtained and is presented
in the simulations in Figures 5 and 6. Therefore, the demonstration reflects the premises
of remarkable results, and we assume that when we obtain a higher delivery ratio of
messages that subsequently leads to low latency, it becomes an ideal process at the level of
overhead networks. At the same time, based on the observations made previously and also
the presentation of the results from Figures 7–10, we can say that the proposed common
protocol has the quality of achieving a low delay in the delivery of packages. This aspect
substantially enhances the ability to achieve low latencies in message transmission.
4. Theory Principles and Simulation Results

4.1. Introduction to Theory Principles
This section will describe the performance of the proposal through the articulation of
V2V/V2R or R2V communication in terms of communication protocols. Traffic scenarios
will be detailed both on a single lane to highlight certain aspects and on three lanes to
Symmetry 2021, 13, 438 8 of 22
increase the degree of complexity of scenarios to be able to implement in similar situations,

in reality, even existing proposals or invoking the IEEE 802.11b standard [28,29].
We can say that in terms of the physical level, the sensitivity of the receiver can have
values between −93.0 dBm and 98.0 dBm. In the case of simulations, standard values of
−93.0 dBm were approached more precisely, and the data transfer rate in the case of IEEE
802.11b was between 1 Mbps and 11 Mbps; even in this case, the established values were
standard ones. In addition, regarding the signal-to-noise ratio (SNR), we had a value of
10.0 dBm. Regarding the way of carrying out the data transmission and the cooperation
of the V2V modules with the V2R or R2V modules, the average power received that has
similarities for each vehicle is adjusted. We can say that the transmission power generated
by transmitters dedicated to V2V communication can operate at a value between 10.0 dBm
and 10.5 dBm, and the transmission power dedicated to V2R or R2V communication has a
value between 9.0 dBm and 9.5 dBm. According to studies, omnidirectional antennas that
have a loss factor of 0 dB are used in communications and mounted on vehicles, and for
traffic units, large antennas are used that have a gain factor exceeding 20 dB. Therefore, the
literature indicates a ratio of V2V communication in the transmission/reception process
that exceeds 150m [30,31]. Another aspect is that when we talk about V2R and R2V
communications, distances between 1300 m and 1500 m and proposed, an aspect that gives
us the conviction that we can have coverage in terms of the roadside unit that includes
distances of 1500 m. If we consider a general loss, the fading channels can be analyzed
by the Rician distribution method, where the comparison of some K-type factors for the
common information transmission protocol is studied. The Rician distribution model
is based on a stochastic one to obtain radio propagation and analysis of propagation
pathways, even if interferences are present. The Rician-type distribution has the probability
of occurring in one of the propagation paths when a linear signal is stronger than the other.
Thus, we can say that the K-type factor represents the ratio between the power of the direct
path in the context with other paths, obtaining a scattering/dissipation factor [32,33].
!
x − x 2 + v2 xv
f ( x |v, σ) = 2 exp I0 2 , (1)
σ 2σ2 σ
where I0 (z) represents the Bessel function for zero-order operations.

In the context of accentuation by the Rician distribution method, the distribution can
v2
be represented by the expression of the parameter shape K 2σ 2 , which defines the ratio
between the line-of-sight path contribution and the remaining multihop, and for the scale
parameter Ω = v2 + 2σ2 , which represents the total power received by all possible means.
In probability theory, variation is also analyzed, and we can even see the deviation of a
random variation from the standard. This variation is treated by f ( x |v, σ ) , and the central
area of incidence is analyzed, which also includes descriptive information, starting from a
hypothesis that states that the data are sampled according to Equation (1). Subsequently,
the information is exposed by σx2 , representing the emission between the blind area and the
end of the platoon. The rest of the equation analyzes the square of the deviation from the
standard on the central moments of distribution and also the covariation of the random
variable, it being represented by the previous notation, exposing this random variable in
the area of incidence from the moment of the event to the moment of receiving the message.
Therefore, in the MAC layer, we have an imposed limit of approximately eight for
each item in the vehicle network, and the size of the warning message can be between
48 and 64 bytes. In the case of the process of periodic retransmission of messages from the
source vehicle to the roadside information-processing unit, we have a set time interval of
0.03 s, and for communication and retransmission in the vicinity, the time is estimated of
be 0.010 s [34–36].
Because of these aspects, the characteristic of transmitting warning messages, from
vehicles behind the platoon with a time interval between 0 and 0.005 s, should not be
neglected. We can also take into account the aspect of delays caused by the process gener-
Symmetry 2021, 13, 438 9 of 22
ated by authentication and association, but these aspects were removed in the simulations
performed, with the margin of error already introduced in the model described. This aspect
is largely based on the assumption that when transmitting information via V2V or R2V
communication, vehicles can send warning messages to the unit at the boundary of the
running surface and be subject to association processes under restrictions and elements
imposed by IEEE 802.11 standards [37,38].
Fading channel models are used in all test models that are performed on the basis of
electromagnetic effects both for information transmitted in the air within cellular networks
and in the case of diffuse communications. Fading channel models are also used in
communications that model the distortion caused by various perturbations, elements that
are analyzed according to the block diagram of the proposed multipath channel model in
Figure 3.
Figure 3. Multihop fading channel structure.
We performed simulations by analyzing the input signal by two different gains, one
being a fixed gain and the other being a variable gain, which are caused by the volatility
given by the areas of incidence and the flow of vehicles either from the platoon. The
detailed model presupposes the analysis of the signals passing through a communication
medium and the analysis of the random variation, this being blurred by the previously
presented distribution or by the Rayleigh distribution under compromise conditions:
y(t) = g1 × s(t) + 0.5 [ τ × g2 × s(t)] + 0.25 [ τ × g2 × s(t)] + n(t) (2)
Therefore, y(t) is the signal from the output, s(t) is the signal from the input, with τ
being the delay or even the change in direction/phase, g1 is the notation for the fixed gain
and g2 is that for the gain variable, and n(t) is noise. This alternative comes to the aid of the
previous stochastic model being a statistical model having the contribution of an intense
propagation medium on the radio signal, extremely ideally mediating wireless devices. To
analyze and generate the noise that we found in the section dedicated to simulations, the
following function was used:
Syntax : y = AWGN x, SNR,0 measured0

(3)
According to the Rician distribution model, this function adds a white Gaussian
background to vector x. Thus, the scalar SNR returns the total signal-to-noise ratio for a
segment in dB variation. When x becomes complex, additive white Gaussian noise (AWGN)
also adds complex noise. The syntax is also used in MatLab simulations, which assume
that the power of x is 0 dB. AWGN then calculates and measures the power of x before
noise is added. We can say that the relative power of the noise in the case of a dissipated
channel is described by small quantities such as:
(1) signal-to-noise ratio (SNR) analyzed for a sample;
(2) bit-analysis-type ratio for the sectional-type density of the noise power (Eb/N0 ); and
(3) power-to-noise symbol-type ratio for spectral density power (Es/N0 ).
Symmetry 2021, 13, 438 10 of 22
Thus, a Bit error rate (BER) is relative to the number of bits analyzed and received
incorrectly in balance with the total number of bits transmitted in a set time interval. The
signal-to-noise ratio is defined by the signal strength and the noise power that disturbs or
corrupts the signal. We can say that the presented and simulated model also efficiently
compares the desired signal level by canceling the background noise through the iterations
and constraints imposed by the common node.

SNR = Psignal /Pnoise = ( Asignal /Anoise )2 (4)
We can say that when the effect of the BER is found on the SNR, and we have results
that show that in a BER, the performance is clearly superior when we have a low SNR.
When we have white Gaussian noise that is assumed to reflect the degree of environmental
imperfection and traffic interference, the error dominates the BER, which is improved by
simplifying the SNR. Thus, when BER performance is lower in fading channels and selective
fading channels, the best alternative is AWGN. Therefore, a channel can be physically
modeled when calculating the processes aimed at modifying the transmitted signal; in the
case of simulations and scenarios performed, the sources are unlimited and can congest
the transmission channels at any time. For example, in wireless communication, the
channel can allow modeling by calculating the reflection of each object in the environment
being identified in context in a scatter plot consistent with the x signal. We consider the
interpretation of a complex vector and analyze the dissipation diagram that interprets the
real part and the imaginary part into quadrature components. When x becomes real as a
vector, the diagram shows the interpretation as a real signal in the case of simulations.
4.2. Practical Scenarios and Simulations Results

Consequently, approximately five scenarios were outlined in which various aspects
were simulated to obtain the best results that were later taken into account to be discussed
in this paper. Following the simulations in which we had one busy lane and the other
free, the number of vehicles in circulation was 20 and they had a speed of 50 m/s. In
the scenario in which the number of cars tripled, reaching approximately 55 vehicles,
the speed was also kept at approximately 50 m/s and the width tread totaled about 5 m.
According to the regulations imposed by the legislation and applying the preventive
conduct between vehicles, a distance of approximately 50 m was kept, taking into account
the length of each car of approximately 4 m [39]. Here is a detailed presentation of the
vehicle illustration in Figure 4a,b, and the response of the receiving vehicles during the use
of V2V or V2V communication:
(a) Illustration of the behavioral scheme of the receiving vehicles in the case of the V2R
communication protocol, where the source vehicle sends warning messages to the
RSU, waiting for the return of the messages with the event ID from the roadside unit;
(b) Illustration of the behavioral scheme of the receiving vehicles in the case of the V2V
communication protocol, where the vehicles periodically send messages to other cars
in nearby areas until the event ID is returned from the rear vehicles;
Experimental achievements based on numerical simulations are based on the theory
and implementation method by which Jiang et al. [40] provided a starting point for cal-
culating the coverage radius and the maximum length that a junction can cover. Data
on road traffic and the number of lanes on which the protocol performance analysis is
performed depending on the exposure of the Rician channel are predetermined, inserting a
determining K-type factor that can vary from 20 to 60, depending on the degree of load
of the junction. The simulation results validate the possibility of using a common node
and emphasize that there is a guarantee of a stable connection and the ability to cover
sufficient distances.
Regarding the simulation process, the road infrastructure was designed using dedi-
cated AnyLogic software; subsequently, the scenarios were considered and the parameters
were set, according to which the following results were obtained.
Symmetry 2021, 13, 438 11 of 22
Figure Flowchart
4. 4.
Figure Flowchartshowing
showingthe theresponse
response of
of the
the receiving vehicles while
receiving vehicles whileusing
usingV2R
V2RororV2V
V2Vcommunication.
communication.
(a) (a)
V2RV2R
communication
communicationprotocol;
protocol;(b)
(b)V2V
V2Vcommunication
communication protocol.
protocol.
An aspect thatachievements
Experimental is not taken into basedaccount in this paper
on numerical is related
simulations are to the on
based braking process,
the theory
because the main objective is to manage and perform in the area
and implementation method by which Jiang et al. [40] provided a starting point for calcu-of improving the delivery
ratio
latingof the
datacoverage
packets radius
or messages,
and thereducing
maximum delays,
lengthandthatexploiting
a junctiondiversity
can cover.andDatatransmis-
on
sion
roadfactors
traffic on
andvarious channels.
the number of lanesSimulations
on whichare theperformed in one direction
protocol performance andisa per-
analysis certain
direction, the process
formed depending onisthe
similar
exposure in both cases,
of the butchannel
Rician the model can expand theinserting
are predetermined, area andacan
analyze
determininga much wider
K-type road
factor that segment.
can vary Whenfrom 20vehicles receive messages
to 60, depending about
on the degree of aload
possible
of
accident including
the junction. location information,
The simulation results validate they
the can also identify
possibility of using the directionnode
a common of travel
and of
emphasize
the problemthat there We
vehicle. is a guarantee
can also say of athat
stable connection
in Figure and
1, the the abilityoftothe
guarantee cover sufficient of
performance
distances.
the V2V/V2R or R2V joint communication protocol is the analysis in a running scenario
Regarding
with the the simulation
circulation on a singleprocess,
lane. This thescenario
road infrastructure
provides a was designed
message usingreport
delivery dedi- for
cated AnyLogic software; subsequently, the scenarios were
the three communication protocols, namely the protocol that uses V2V communication,considered and the parame-
asters were set,inaccording
described Figure 4a, to which
which the usesfollowing
only V2V results
or R2V were obtained.
communication. As shown in the
An aspect that is not taken into account
two components, there is also a common V2V/V2R or R2V protocolin this paper is related to the braking process,and
being studied
because the main objective is to manage and perform in the area
exposed in Figure 4, where we obtain the factor F related to the Rician channel, which of improving the delivery
ratio
has of dataofpackets
a value 50, butoralso
messages,
in Figure reducing
5, where delays, and exploiting
the exposed K-type diversity andatransmis-
factor has value of 20.
sion
We factors
can on various
say that these twochannels.
constants Simulations
show that are performed
V2V and V2R in oneordirection and a certain
R2V protocols have the
quality of significantly improving the message delivery process. and this can later achieve
enhanced performance. Thus, it is demonstrated that a communication that is based on the
Symmetry 2021, 13, 438 12 of 22
diversity of transmission routes and through complementary protocols can overcome the
elements that distort and create insecurity of the wireless channel in extremely complex
direction, the with
environments process
highis mobility.
similar inIfboth cases,an
we make but the model
objective can expand
comparison the area
between theand can
results
analyze a much wider road segment. When vehicles receive messages
presented in Figures 5 and 6, we can reach the first stage of conclusions that present a series about a possible
accident
of notableincluding location
and reasonable information,
elements of howthey can the
reliable alsowireless
identifychannel
the direction of atravel
is; it has higher of
the problem
rate vehicle.
of penetration andWe can also sayofthat
transmission in Figure
messages 1, the guarantee of the performance of
[41].
the V2V/V2R
However, the effect of latencies on these protocolsiswas
or R2V joint communication protocol the also
analysis in a running
analyzed scenario
and is shown in
Figures 7–10, where delays in the message delivery process are reported and durations for
with the circulation on a single lane. This scenario provides a message delivery report in
the delay
the three interval
communication
are defined.protocols,
Here, namely the protocol
the generation time forthatthe
uses V2Vvehicle
source communication,
and also
the whole process by which the information is dissipated and reaches the finalshown
as described in Figure 4a, which uses only V2V or R2V communication. As in the
destination
two
in ancomponents,
appropriate thereform are is also a common
included. V2V/V2R
We can see that or in
R2V protocol
these being simulations,
illustrated studied and
itexposed in Figure
is reported 4, where
that the common we obtain
protocol,the factor
through F related to the Rician channel,
its complementary features,whichachieveshas
a value of 50, but also in Figure 5, where the exposed K-type factor
high performance and that the model reports delays in the delivery of data packets and has a value of 20. We
can say that these two constants show that V2V and V2R or R2V protocols
messages with a duration of less than ≤5 ms and 9 ms, with small deficiencies for vehicles have the quality
of significantly
further away. improving the message delivery process. and this can later achieve en-
hancedWe performance.
can say that not Thus,
onlyitdoes
is demonstrated
the proposal that a communication
reproduce that is
all the necessary based on the
characteristics
diversity
and of transmission
can achieve low latenciesroutesinand
thethrough complementary
transmission of messages protocols
but also canweovercome
can havethe a
elements
new that of
direction distort and and
research create insecurity of the
implementation wireless
in real channel
scenarios. in extremely
Therefore, in thecomplex
future,
environments
V2V with high mobility.
and vehicle-to-everything (V2X)If we make an
systems objectiveby
developed comparison between
Cohda Wireless willthe
beresults
used,
presented
and in Figures
these systems will5work
and simultaneously,
6, we can reach as the
infirst stage of simulations
the exposed conclusionsand thataccording
present a
series
to of notablescenarios.
the proposed and reasonable elements
The systems of how
benefit fromreliable the wireless
elements dedicatedchannel is; it hasofa
to a platoon
6–9 vehicles
higher and
rate of a roadsideand
penetration unittransmission
(RSU) for theofcentralization
messages [41]. of information.
Figure 5.
Figure 5. Simulation
Simulation of
ofaahigh-speed
high-speedroad
roadtraffic
trafficscenario
scenarioonon
a single band,
a single which
band, analyzes
which the per-
analyzes the
formance of the message delivery process by using the three types of communication protocols
performance of the message delivery process by using the three types of communication protocols ex-
posed in a Rician channel that has a determined K-type factor of
exposed in a Rician channel that has a determined K-type factor of 50. 50.
Symmetry 2021,13,
Symmetry2021, 13,438
x FOR PEER REVIEW 13 of 22
13 22
Figure 6.
Simulationof
ofaahigh-speed
high-speedroad
roadtraffic scenario
traffic onon
scenario a single band,
a single which
band, analyzes
which the per-
analyzes the
Symmetry 2021, 13, x FOR PEER REVIEW
formance of the message delivery process by by
using thethe
three types of communication 14 of ex-
protocols 22
performance of the message delivery process using three types of communication protocols
posed in a Rician channel that has a determined K-type factor of 30.
exposed in a Rician channel that has a determined K-type factor of 30.
However, the effect of latencies on these protocols was also analyzed and is shown
in Figures 7–10, where delays in the message delivery process are reported and durations
in the delay interval are defined. Here, the generation time for the source vehicle and also
the whole process by which the information is dissipated and reaches the final destination
in an appropriate form are included. We can see that in these illustrated simulations, it is
reported that the common protocol, through its complementary features, achieves high
performance and that the model reports delays in the delivery of data packets and mes-
sages with a duration of less than ≤5 ms and 9 ms, with small deficiencies for vehicles
further away.
We can say that not only does the proposal reproduce all the necessary characteristics
and can achieve low latencies in the transmission of messages but also we can have a new
direction of research and implementation in real scenarios. Therefore, in the future, V2V
and vehicle-to-everything (V2X) systems developed by Cohda Wireless will be used, and
these systems will work simultaneously, as in the exposed simulations and according to
the proposed scenarios. The systems benefit from elements dedicated to a platoon of 6-9
vehicles and a roadside unit (RSU) for the centralization of information
Figure 7.
Simulation ofofaahigh-speed
high-speedroad
roadtraffic
traffic scenario
scenario onon a single
a single lane,
lane, with
with a delay
a delay ratioratio ofms
of <5 <5
msthe
in in message
the message delivery
delivery process
process whenwhen
usingusing the communication
the three three communication protocols
protocols exposedexposed in a
in a Rician
Rician channel
channel that hasthat has a determined
a determined K-type K-type
factor offactor
60. of 60.
Symmetry 2021, 13, 438 Figure 7. Simulation of a high-speed road traffic scenario on a single lane, with a delay ratio
14 of <5
of 22
ms in the message delivery process when using the three communication protocols exposed in a
Rician channel that has a determined K-type factor of 60.
Figure 8.
Simulation of
ofaahigh-speed
high-speedroad
roadtraffic
traffic scenario
scenario onon a single
a single lane,
lane, with
with a delay
a delay ratioratio ofms
of <9 <9
msthe
in in message
the message delivery
delivery process
process whenwhen
usingusing the communication
the three three communication protocols
protocols exposed
exposed in 15 ofin22a
a Rician
Rician channel
channel that hasthat has a determined
a determined K-type K-type factor
factor of 60. of 60.
Figure
Figure9.9.Simulation
Simulationofofa ahigh-speed
high-speedroad traffic
road schedule
traffic scheduleonon
a single lane,
a single with
lane, a delay
with ratio
a delay of <5
ratio of
ms
<5 ms in the message delivery process when using the three communication protocols exposedin
in the message delivery process when using the three communication protocols exposed in aa
Symmetry 2021, 13, 438 Figure 9. Simulation of a high-speed road traffic schedule on a single lane, with a delay ratio
15of
of <5
22
ms in the message delivery process when using the three communication protocols exposed in a

Simulationofofaahigh-speed
high-speedroad
roadtraffic
trafficschedule
scheduleonona single lane,
a single with
lane, a delay
with ratio
a delay of <9
ratio of
msms
<9 in the message
in the messagedelivery
deliveryprocess when
process whenusing
usingthethethree
threecommunication
communicationprotocols
protocols exposed
exposed inin aa
Rician
Rician channel
channel that
that has
has aa determined
determined K-type
K-type factor
factor ofof 30.
30.
For a more efficient presentation of the proposals in this manuscript, scenarios with
heavy traffic were also considered, in addition to a higher traffic flow in which the proposed
common protocol was simulated using the V2V/V2R common communication protocol
and vice versa, as can be seen in Figure 11 [42,43]. Thus, the results of the simulations
are notable and correspond to the requirements being presented by the simulations in
Figures 12 and 13, which demonstrate the performance of the V2V/V2R common commu-
nication protocol and vice versa and can be seen including the degree of medium to low
delay in the delivery of simultaneous messages.
Therefore, the proposed scenarios expose the capacity of the V2V/V2R common
communication protocol and the achievement of low latencies concerning message delivery.
As can be seen in Figure 14, this proposed common protocol has the necessary capacity to
meet all requirements but at the same time to exceed a standard V2V communication, even
when an emitter or a source vehicle does not have the ability to interact and communicate
with data collection units. We can say that Figure 15 is an additional investigation to
confirm the proposals in the multilateral scenario presented in Figure 11 when the source
vehicle has the ability to communicate with roadside units on the road.
heavy traffic were also considered, in addition to a higher traffic flow in which the pro-
posed common protocol was simulated using the V2V/V2R common communication pro-
tocol and vice versa, as can be seen in Figure 11 [42,43]. Thus, the results of the simulations
are notable and correspond to the requirements being presented by the simulations in
Symmetry 2021, 13, 438 Figures 12 and 13, which demonstrate the performance of the V2V/V2R common commu- 16 of 22
nication protocol and vice versa and can be seen including the degree of medium to low
delay in the delivery of simultaneous messages.
Figure
Symmetry 2021, 13, FOR11.
x Figure Illustration
11.
PEER ofof
Illustration
REVIEW a traffic scenario
a traffic scenarioon
onaahigh-speed
high-speed road
road with more
more lanes
lanesand
andmore
morecars,
cars,the
thecommunication
communication
17 of 22 also
also
being
being based
based on on
V2VV2V and
and V2R
V2R oror R2Vcommunication
R2V communicationprotocols
protocols to
to increase
increase the
the degree
degreeof
ofpublic
publicand
androad
roadsafety.
safety.
Therefore, the proposed scenarios expose the capacity of the V2V/V2R common com-
munication protocol and the achievement of low latencies concerning message delivery.
As can be seen in Figure 14, this proposed common protocol has the necessary capacity to
meet all requirements but at the same time to exceed a standard V2V communication,
even when an emitter or a source vehicle does not have the ability to interact and com-
municate with data collection units. We can say that Figure 15 is an additional investiga-
tion to confirm the proposals in the multilateral scenario presented in Figure 11 when the
source vehicle has the ability to communicate with roadside units on the road.

Figure 12.of a high-speed
Simulation of aroad traffic program
high-speed on several
road traffic lanes,
program onanalyzing the delay
several lanes, and the delay and
analyzing
performance in the case of using the three communication protocols by managing a Rician channel
that has a determined K-type factor of 60.
Symmetry 2021, 13, 438 Figure 12. Simulation of a high-speed road traffic program on several lanes, analyzing the delay and 17 of 22
Figure 13. Simulation of a high-speed road traffic program on several lanes, analyzing the delay and
Figure 13. Simulation of a high-speed road traffic program on several lanes, analyzing the delay and
performance
that has a determined K-typein factor
the case of using the three communication protocols by managing
of 30. a Rician channel

Figure 14.ofSimulation
a high-speedoftraffic scenario on
a high-speed several
traffic lanes, analyzing
scenario on severala lanes,
vehicleanalyzing
that is a vehicle that is the
the source but is not able to communicate with the roadside unit (RSU) installed.
source but is not able to communicate with the roadside unit (RSU) installed.
5. Discussion
5. Discussion
In this paper, a common communication method was proposed through the use of
In this paper,protocols,
V2V and V2R communication a common andcommunication method was
also vice versa, incorporating proposed
these commu-through the use of
nications inV2V and and
the road V2Rsocial
communication
infrastructureprotocols, andcooperation
for a flexible also vice versa, incorporating
process, dedicated these communi-
to the issuescations in in
set out thethe
road and socialsections.
introductory infrastructure
Anotherforaspect
a flexible
was cooperation process, dedicated to
to demonstrate
through simulation scenarios the degree of reliability of communication and how to ob-
tain low latencies if we use the two protocols in a single mechanism, exploiting the capac-
ity and diversity of how data are transmitted. This analysis highlighted that communica-
tion based on diversity and several communication channels included in a common pro-
tocol offer flexibility and achieve results outlining more future possibilities. The mode of
Symmetry 2021, 13, 438 18 of 22
the issues set out in the introductory sections. Another aspect was to demonstrate through
simulation scenarios the degree of reliability of communication and how to obtain low
latencies if we use the two protocols in a single mechanism, exploiting the capacity and
diversity of how data are transmitted. This analysis highlighted that communication based
on diversity and several communication channels included in a common protocol offer
flexibility and achieve results outlining more future possibilities. The mode of communica-
tion can eliminate the impact of the wireless channel by leading everything in a perfectly
controllable environment with increased mobility, which offers the ability to improve the
process of sending messages. We can say that the studies performed and the simulated
processes provide a clear answer in terms of the delivery report of warning messages on
account of the results on low latencies and the way of delivery structured on dense levels
without generating losses in networks. Therefore, the study also analyzed experimental
data and simulations performed in previous research on optical communications based
on communication protocols such as visible light communication (VLC), DSRC, and V2X
communication [44,45].
The study highlights that the average delay in warning messages transmitted using
the proposed communications is between 0.08 and 0.011 s, taking into account the distance
factor between the vehicle reception area and the source vehicle. The scenarios were out-
lined on real criteria and were determined following the analysis of some traffic processes.
The average delay obtained provides a guarantee of the direct process of reducing 19 of
the22
delay in the process of flashing messages, even for vehicles at a distance of three lengths.
In a subsequent process, the information is condensed and introduced in a simulation act
that provides aa complex
that provides complex scenario
scenario in
in which
which the
the density
density of vehicles is
of vehicles unlimited and
is unlimited and without
without
setting a certain direction in terms of communication.
setting a certain direction in terms of communication.
Figure 15.
Figure 15. Illustration
Illustration regarding
regarding aa traffic
traffic scenario
scenario with
with several
several lanes
lanes in
in each
each direction
direction without
without communication
communication protocols,
protocols,
highlighting the extension and blockages produced by the lack of controlled road traffic.
highlighting the extension and blockages produced by the lack of controlled road traffic.
This aspect is presented in Figure 15, where you can see the degree of congestion and
traffic jams generated by poor control and traffic management if there is no communica-
tion protocol or intelligent transport system [46–50].
6. Conclusions
We can say that in the context of highlighted concerns and the development of solu-
Symmetry 2021, 13, 438 19 of 22
This aspect is presented in Figure 15, where you can see the degree of congestion and
traffic jams generated by poor control and traffic management if there is no communication
protocol or intelligent transport system [46–50].
6. Conclusions
We can say that in the context of highlighted concerns and the development of solu-
tions to substantially improve the safety of urban traffic and high-speed traffic, this paper
addressed some of the issues in current systems and proposed elements with adequate sym-
metry to solve those issues. The paper also investigated the opportunity to use common
and adapted communication protocols, depending on the context of the situation, coding
techniques, and scenarios based on real data, analysis of transfer rates, and reception of
messages according to the type of protocol used. Therefore, this article offers remarkable re-
sults and outlines an important research direction, so this type of common communication
contributes to diminishing the problems that the current society faces. These simulations
managed to adequately expose the distribution and transmission of information based on
V2V and V2R communication protocols or vice versa. These simulations are a continuation
of the previous stages of study in the direction of road safety and the reduction in the
degree of congestion, with solid notions and practical cases considered. However, due to
the current limitations and technology and also the communication frequency legislation,
there may be transmission delays and sometimes packet losses in V2V or V2R communica-
tion and those related to infrastructure. These may make the transmission process more
difficult, and some vehicles may not receive messages in a timely manner. Therefore, one
of the future directions in our studies aims to analyze and create scenarios highlighting the
considerations created by traffic flow characteristics marked by factors that generate delays
or elements that disrupt the sending and loss of packets in the communication process.
Future work in this direction involves expanding measurements and scenarios by
conducting practical experiments based on dedicated communication platforms. According
to the specifications of this article, in the future, experimental measurements will be
performed with the help of equipment based on V2X–V2I and/or V2V–V2R communication
(produced by Cohda Wireless). In the perspective of future developmental needs, it is
necessary to put into practice the simulated scenarios and appropriately highlight of
the characteristics that underlie the complementarity of a common node based on V2V
and R2V communication protocols. Evaluation and real analysis of the adaptability of
the systems and also of the way in which the technique of receiving messages adapts
according to the context are important. Implementation of a reconfigurable system and
multi-core units in order to increase the processing power in order to properly evaluate
vehicular communications is also important. A challenge but also a need is testing the
capacity of robustness and performance under conditions of massive congestion and urban
traffic. This direction will aim at analyzing and improving the robustness of systems and
increasing communication distances and latencies. Another aspect is the development of
reconfigurable V2V and V2I architectures adaptable to the context. The aims of future work
are to fully demonstrate and confirm the need for such communications to be used for road
and automotive applications [51].
Author Contributions: Conceptualization, E.Z. and M.D.; methodology, M.D.; software, E.Z.; valida-
tion, E.Z. and M.D.; formal analysis, E.Z.; investigation, E.Z.; resources, M.D.; data curation, E.Z.;
writing—original draft preparation, E.Z. and M.D.; writing—review and editing, E.Z. and M.D.;
visualization, E.Z.; supervision, M.D. and E.Z.; project administration, M.D.; funding acquisition,
M.D. All authors have read and agreed to the published version of the manuscript.
Funding: This paper has been financially supported within the project entitled DECIDE—Development
through Entrepreneurial Education and Innovative Doctoral and Postdoctoral Research (project code
POCU/380/6/13/125031), a project co-financed by the European Social Fund through the 2014–2020
Operational Program Human Capital.
Institutional Review Board Statement: Not applicable.
Symmetry 2021, 13, 438 20 of 22
Informed Consent Statement: Not applicable.

Data Availability Statement: Not appreciable.
Conflicts of Interest: The authors declare no conflict of interest.
Abbreviations
VANET Vehicular ad hoc network

MC Multi-channel
V2V Vehicle-to-vehicle
V2R Vehicle-to-road
R2V Road-to-vehicle
ITS Intelligent transportation system
DSRC Dedicated short-range communication
ASTM American Society for Testing and Materials
OFDM Orthogonal frequency-division multiplexing
CSMA/CA Carrier/sense multiple access with collision avoidance
MAC Medium access control
TDMA Time-division multiple access
AODV Ad hoc distance vector
ID Identifier
CFP Contention-dree period
CP Containment period
WAVE Wireless access in the average vehicle
BSSID Basic Service Set Identification
RSU Roadside unit
GPS Global Positioning System
PHY Physical layer
SNR Signal-to-noise ratio
V2X Vehicle-to-everything
VLC Visible light communication
V2I Vehicle-to-infrastructure
AWGN Additive white Gaussian noise
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Symmetry 2021, 13, 438. https://doi.org/10.3390/sym13030438 https://www.mdpi.com/journal/symmetry

2. Issues and Solutions Addressed in Vehicular Communications

packets in the network, so it can outline an inter-vehicular communication, even multiple

3. Vehicular Communications and Proposed Solutions

The operation of transmitters and receivers on different different channels,

Symmetry 2021, 13, x FOR PEER REVIEW 6 of 22

Symmetry 2021, 13, x FOR PEER REVIEW 6 of 22

4. Theory Principles and Simulation Results

increase the degree of complexity of scenarios to be able to implement in similar situations,

where I0 (z) represents the Bessel function for zero-order operations.

Figure 3. Multihop fading channel structure.

y(t) = g1 × s(t) + 0.5 [ τ × g2 × s(t)] + 0.25 [ τ × g2 × s(t)] + n(t) (2)

Syntax : y = AWGN x, SNR,0 measured0

4.2. Practical Scenarios and Simulations Results

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Figure 10. Simulation

Figure 12. Simulation

Figure 14. Simulation

Informed Consent Statement: Not applicable.

VANET Vehicular ad hoc network

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