DEPARTMENT OF

ELECTRONICS ENGINEERING

MVGM GOVERNMENT POLYTECHNIC COLLEGE, VENNIKULAM

PATHANAMTHITTA

VENNIKULAM

SEMINAR REPORT

2022-2023

SEMINAR REPORT
ON
INTER VEHICLE COMMUNICATION

GUIDED BY, SUBMITTED BY,

Mrs. Susamma Mathew Mr.shanu C B

Lecturer in Electronics Engg. S6 Electronics Engg.
MVGM G.P.T.C Reg.No:20040239
Vennikulam Roll No:33

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 DEPARTMENT OF
ELECTRONICS ENGINEERING

MVGM GOVERNMENT POLYTECHNIC COLLEGE, VENNIKULAM

PATHANAMTHITTA

SEMINAR REPORT
2022-2023

CERTIFICATE
This is to certify that the Seminar Report was presented by Sri SHANU C B with Reg No.
20040239 Sixth semester student of Electronics Engineering Department of MVGM GPT
Vennikulam for the fulfillment of the requirements for the award of Diploma in Electronics
Engineering under the Board of Technical Education during the year 2020-2023

GUIDED BY,

Mrs. Susamma Mathew Mr. Devakumar .N

Lecturer in Electronics Engineering HOD in Electronics Engineering
MVGM G.P.T.C MVGM G.P.T.C
Vennikulam, Pathanamthitta Vennikulam, Pathanamthitta

Examiners

…………………………….

…………………………….

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 ACKNOWLEDGMENT

I wish to express my gratitude and heartful thanks to my seminar in-charge Mrs. Susamma
Mathew (Lecturer in Electronics Engg.) & Mr.Devakumar.N (Head of Department) MVGM
GPC, Vennikulam, for their constructive and helpful suggestions and guidance. I am really
thankful for their support and inspiration thoughtful the making of this report.

I also express my sincere thanks to all others who helped me to finish this seminar Report
successfully.

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 CONTENTS

SL.NO TITLE PAGE.NO

1 abstract 5

2 Introduction 6

3 Vehicle communication-a definition 7

4 Inter-vehicle communication working principle 8

5 Oveeview of a smart vehicle 9

6 Special charecteristics 12

7 Architecture 13

8 Requirement 14

9 Application 15

10 Technical challenges 18

11 Advantage /Disadvantages 20

12 Future works 21

13 conclusion 22

14 Reference 23

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 ABSTRACT

Intervehicle Communication (IVC) is attracting considerable attention from the research

community and the automotive industry, where it is beneficial in providing intelligent
transportation system (ITS) as well as drivers and passengers' assistant services. ITS that aim to
streamline the operation of vehicles, manage vehicle traffic, assist drivers with safety and other
information, along with provisioning of convenience applications for passengers such as
automated toll collection systems, driver assist systems and other information provisioning
systems.In this context, Vehicular Ad hoc NETworks (VANETs) are emerging as a new class
of wireless network, spontaneously formed between moving vehicles equipped with wireless
interfaces that could have similar or different radio interface technologies, employing short-
range to medium-range communication systems. A VANET is a form of mobile ad hoc network,
providing communications among nearby vehicles and between vehicles and nearby fixed
equipment on the roadside
Vehicular networks are a novel class of wireless networks that have emerged thanks to advances
in wireless technologies and the automotive industry. Vehicular networks are spontaneously
formed between moving vehicles equipped with wireless interfaces that could be of
homogeneous or heterogeneous technologies. These networks, also known as VANETs, are
considered as one of the ad hoc network real-life application enabling communications among
nearby vehicles as well as between vehicles and nearby ?xed equipment, usually described as
roadside equipment.

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 INTRODUCTION
Recent studies shows that about 60% of roadway accidents could be avoided if the driver was
warned just one-half second before the collision occurs. Actually, traffic accidents have
become the main cause of mortality, quite above illnesses. Emerging technologies appears to
provide faster, safer and more reliable communication techniques. Bring together, this
communication can be used in order to reduce collisions, as well as to support and improve the
quality of the traffic. There are different kinds of systems to assist drivers in the roads. This
paper is focused on the inter-vehicular communication (IVC). IVC has attracted research
attention from the transport industry of Japan, EU and US. Within this area there are also a lot
of different services that can be provided, and different strategies to implement them. The
main goal of IVC is to upgrade on-board devices (i.e. GPS, sensors) and, thus, to extend the
horizon of drivers. IVC applications can be categorized in three main groups. Cooperative
assistance systems focus on coordinate the vehicles in critical points like junctions with no
traffic lights. Communication-based longitudinal control tries to exploit the look-through
capability of IVC to reduce accidents and platooning vehicles to increase the capacity of the
road, while information and warning functions give support with real-time warning messages
to avoid collisions. A protocol from this last group is presented in this paper as an example of
IVC.

The communication can also be categorized as follows. When the communication occurs
between vehicles, it is called Vehicle-to-Vehicle (V2V) communication. It takes place in
cooperative driver assistance or in decentralized floating car data sharing (i. e. traffic
monitoring). If the communication is between a vehicle and a infrastructure, that is, Vehicle-
to-infrastructure (V2I) communication, then vehicles can communicate using a fix
infrastructure along the road to give support some services like Internet access, inter-vehicle
chat, mobile advertising…etc.

A number of projects are based on IVC technologies. The most important are named and
briefly described as follows. FleetNet is project whose goal is to provide Internet to vehicles.
Wireless Local Danger Warning (WILLWARN) is minded to prevent accidents. Car2Car is a
consortium of six European car manufacturers. It focuses on the V2V communication and it is
based on wireless LAN. It aim is to establish an open European standard. The main purpose
of Network on Wheels (NOW project) is to solve problems related to data security and
communication protocols. Finally is worth to mention CHAUFFEUR project. This project
offers an optimal way to use the roadways. The idea here is that a leading car driven by a
human sends information to a group of followers, which repeat exactly the same the driver-
pattern conduct of the leading car. This is called ‘platooning’ of vehicles. Not only does it
make a better use of the roadway capacity, but it also saves power as the group become
aerodynamic. Most of these projects use the standard IEEE 802.11 for communication. But
also GSM, UMTS, GPRS protocols are used in some of these projects. [1][2][4]

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 Vehicle communication - a definition
In order to define vehicle communications, one must first differentiate the different types of
communication that may occur. Mainly, there are two types of vehicle communication:
• Intra-vehicle communication reference communications that occur within a vehicle.
• Inter-vehicle communication represents communications between vehicles or vehicles
and sensors placed in or on various locations, such as roadways, signs, parking areas,
and even the home garage.
In the rest of this paper, we will only focus on inter-vehicle communications. The primary modes
of communication in this category are the following:
• Vehicle to/from roadside communication mode requires using roadside transponders.
Vehicle to/from roadside communication supports both vehicle-specific data as well as
locally relevant data broadcast to vehicles. This category is referred to as Vehicle-to-
Infrastructure (V2I) communication.
Vehicle to/from vehicle communication mode includes in-line communications with
neighbouring vehicles (including those travelling in the opposite direction and those travelling
in the same lane). This category is referred to as Vehicle-to-Vehicle (V2V) communication.

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INTER VEHICLE COMMUNICATION WORKING PRINCIPLE
Inter-vehicle communication (IVC) involves the exchange of information between vehicles
while they are in motion. The working principle of IVC depends on the use of different
technologies, including wireless communication, sensors, and networking protocols. Here are
the main components of IVC:

1. Wireless communication: IVC uses wireless communication technologies such as Wi-Fi, 5G,
and Bluetooth to establish communication between vehicles. These technologies allow for high-
speed data transmission over short distances, and they can operate even in harsh environments.

2. Sensors: IVC relies on sensors such as radars, LiDARs, and cameras to collect data about the
surrounding environment, including other vehicles, pedestrians, and road conditions. These
sensors provide accurate and up-to-date information that can be shared between vehicles.

3. Networking protocols: To ensure efficient and secure communication, IVC uses different
networking protocols such as Dedicated Short-Range Communications (DSRC) and Cellular
Vehicle-to-Everything (C-V2X). These protocols define the rules for exchanging data between
vehicles, and they guarantee that the information is transmitted and received without errors.

In summary, IVC enables vehicles to communicate with each other by using wireless
communication, sensors, and networking protocols. By sharing information about their
surroundings, vehicles can improve safety, reduce traffic congestion, and enhance the driving
experience.

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OVERVIEW OF SMART VEHICLE

An Event Data Recorder (EDR) is a device installed in modern vehicles that records
information related to vehicle crashes or accidents. It is also known as a “black box” for cars.
The EDR monitors and records specific data points about the vehicle such as speed, braking,
airbag deployment, acceleration, steering, and seat belt usage.
In the event of a crash or accident, the EDR can provide valuable information to investigators,
insurance companies, and car manufacturers to understand what happened, how to improve
safety, and analyze the contributing factors of the accident.
EDRs have become mandatory in many countries, including the United States, and their data is
considered admissible in court. However, there are concerns about privacy and ownership of
EDR data. Some argue that owners and drivers should have control over their data, while others
argue that it should be considered a crucial aspect of vehicle safety and regulation.
Positioning systems in vehicles are commonly used for navigation by providing the
vehicle’s current location, directions to a destination, and estimated time of arrival.
Additionally, position systems can be used for a variety of other applications such as tracking
and monitoring of fleet vehicles, real-time traffic updates, and emergency services.
In modern vehicles, position systems are commonly integrated with other vehicle systems such
as entertainment, climate control, and safety features. They can be displayed on dashboards,
infotainment screens, or mobile devices, and can provide drivers with a range of useful
information while on the road. With the help of position systems, drivers can easily navigate
unfamiliar routes, avoid traffic congestion and accidents, and reach their destination safely and
efficiently.

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Forward radar, also known as a front-facing radar, is a type of sensor technology utilized
in modern vehicles for advanced driver assistance systems (ADAS). It is located at the front of
the vehicle, typically behind the front grille or bumper, and uses radio waves to detect and
measure the distance between the vehicle and objects in front of it, such as other vehicles or
obstacles.
The forward radar works by sending out a steady stream of electromagnetic waves that bounce
off objects in front of the vehicle and are reflected back to the radar. By measuring the time it
takes for the waves to return, the radar can determine the distance, speed, and trajectory of the
object in front of the vehicle.
Forward radar is commonly used in ADAS features such as adaptive cruise control, collision
warning and automatic emergency braking systems. These systems use the radar data to adjust
the speed of the vehicle and alert the driver to potential hazards, such as sudden stops or
collisions, and can automatically apply the brakes to avoid accidents.
Rear radar or rear-facing radar refers to a type of automotive sensor technology placed
on the rear of the vehicle. It uses radar waves, similar to forward radar, to detect objects behind
the vehicle. The rear radar is an important component of modern advanced driver assistance
systems, such as blind-spot monitoring, rear cross-traffic alert, and backup collision
intervention.
The rear radar works by emitting radar waves, which bounce off objects and return to the radar.
The radar then measures the time it takes for the waves to return, calculates the distance, and
alerts the driver of the object’s presence or proximity. The rear radar can detect other vehicles,
pedestrians, cyclists, and stationary objects.
Blind-spot monitoring is an ADAS feature that uses the rear radar to detect vehicles in the
driver’s blind spots. The system alerts the driver with visual or audible warnings when turning,
changing lanes, or merging. Rear cross-traffic alert uses the rear radar to detect vehicles
approaching the car from the left or right when backing up, and alerts the driver to avoid
collisions.
Backup collision intervention, another ADAS feature, uses the rear radar to detect objects when
reversing and automatically applies the brakes to prevent collisions. Overall, rear radar
technology is an important component of modern vehicle safety systems, providing drivers with
additional information and alerts to help prevent accidents and improve road safety.
Communication facilities in vehicles refer to the technologies and tools that enable
communication between the vehicle and other devices or networks. There are several types of
communication facilities in vehicles, including:

1. Bluetooth: Bluetooth technology allows wireless communication between the vehicle and
other devices, such as smartphones, tablets, and laptops. This enables drivers to make hands-
free calls, stream music, and use other features without needing to physically connect their
device to the vehicle.
2. Wi-Fi: Some vehicles are equipped with Wi-Fi hotspots, which allow passengers to connect to
the internet and use their devices while on the road. This can be particularly useful for long
journeys or for keeping children entertained during a road trip.
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 3. GPS: GPS (Global Positioning System) technology enables the vehicle to determine its location
and provide navigation instructions to the driver. This can be useful for finding directions,
avoiding traffic, and getting real-time updates on road conditions.
4. Satellite radio: Satellite radio technology allows drivers and passengers to listen to a wide
range of music, news, and other programming while on the road. This can be particularly
useful in areas where traditional radio signals are weak or unavailable.
5. Vehicle-to-vehicle (V2V) communication: V2V communication enables vehicles to exchange
information with each other, such as speed, direction, and location. This can help improve
safety on the road by alerting drivers to potential hazards or accidents ahead.

Overall, communication facilities in vehicles have revolutionized the driving experience,

making it more convenient, efficient, and safe.
The computing platform of a vehicle refers to the electronic architecture and systems that
enable the vehicle to operate and communicate with other devices. The computing platform can
be broken down into several components, including:

1. Electronic Control Units (ECUs): ECUs are small computers that are distributed throughout the
vehicle and are responsible for controlling various systems, such as the engine, transmission,
brakes, and entertainment systems. Each ECU has a specific function and communicates with
other ECUs to ensure that the vehicle operates smoothly.
2. Central Gateway: The central gateway is a component that connects all of the ECUs together
and allows them to communicate with each other. It acts as a central hub for the vehicle’s
electronic systems and enables data sharing between different systems.
3. Sensors: Sensors are devices that collect data from various parts of the vehicle and send it to
the ECUs for processing. For example, sensors can detect the position of the throttle, the
speed of the vehicle, and the temperature of the engine.
4. Human-Machine Interface (HMI): The HMI is the interface between the driver and the
vehicle’s electronic systems. It includes components such as the dashboard display,
infotainment system, and steering wheel controls.
5. Communication Systems: Communication systems enable the vehicle to communicate with
other devices, such as smartphones, GPS systems, and other vehicles. This includes
technologies such as Bluetooth, Wi-Fi, and cellular connectivity.

The computing platform of a vehicle is critical to its operation and performance. It enables the
vehicle to function as a cohesive system and provides the driver with the information and
controls needed to operate the vehicle safely and efficiently.
The human-machine interface (HMI) of a vehicle is the system that allows the driver and
passengers to interact with the vehicle’s electronic systems. The HMI includes components such
as the dashboard display, infotainment system, steering wheel controls, and voice recognition.
The main purpose of the HMI is to provide the driver with the information and controls needed
to operate the vehicle safely and efficiently. The HMI can display critical information such as
speed, fuel level, and engine temperature, as well as warning messages for issues such as low
tire pressure or engine problems. The HMI can also control various vehicle functions, such as
climate control, audio playback, and navigation.

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SPECIAL CHARECTERISTICS

Vehicular networks have special behavior and characteristics, distinguishing them from other
types of mobile networks. In comparison to other communication networks, vehicular networks
come with unique attractive features as follows

Unlimited transmission power: Mobile device power issues are usually not a significant
constraint in vehicular networks as in the case of classical ad hoc or sensornetworks, since the
node (vehicle) itself can provide continuous power to computing andcommunication devices.

Higher computational capability: Indeed, operating vehicles can afford significant computing,
communication, and sensing capabilities.

Predictable mobility: Unlike classic mobile Adhoc networks, where it is hard to predict the
nodes mobility, vehicles tend to have very predictable movements that are (usually) limited to
roadways, Roadway information is often available from positioning systems and map based
technologies such as GPS. Given the average speed, current speed, and road trajectory, the future
position of a vehicle can be predicted.
To bring its potency to fruition, vehicular networks have to cope challenging characteristics,
which include

Potentially large scale: Unlike most ad hoc networks studied in the literature that usually
assume a limited network size, vehicular networks can in principle extend over the entire road
network and so include many participants.

High mobility: The environment in which vehicular networks operate is extrmely

dynamic, and includes extreme configurations: on highways, relative speeds of up to 300 km/h
may occur, while density of nodes may be 1-2 vehicles 1 km on low busy roads. On the other
hand, in the city, relative speeds can reach up to 60 km/h and nodes' density can be very high,
especially during rush hour. Partitioned network: Vehicular networks will be frequently
partitioned. The dynamic nature of traffic may result in large inter vehicle gaps insparsely
populated scenarios, and hence in several isolated clusters of nodes.

Network topology and connectivity: Vehicular network scenarios are very different from
classic ad hoc networks. Since vehicles are moving and changing their position constantly,
scenarios are very dynamic. Therefore the network topology changes frequently as the links
between nodes connect and disconnect very often. Indeed, the degree to which the network is
connected is highly dependent on two factors: the range of wireless links and the fraction of
participant vehicles, where only a fraction of vehicles on the road.

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 ARCHITECTURE
Vehicular network can be deployed by network operators and service providers or through
integration between operators, providers, and a governmental authority. Recent advances in
wireless technologies and the current and advancing trends in ad hoc network scenarios allow a
number of deployment architectures for vehicular networks, in highway, rural, and city
environments. Such architectures should allow communication among nearby vehicles and
between vehicles and nearby fixed roadside equipment.
Figure 3.1 illustrates the reference architecture. This reference architecture is proposed within
the C2C-CC, distinguishing it from 3 domains: in-vehicle, ad hoc and infrastructure domain [6].
The in-vehicle domain refers to a local network inside each vehicle logically composed of two
types of units:

(i)An on-board unit (OBU) and

(ii) One or more application unit(s) (AUS).

An OBU is a device in the vehicle having communication capabilities (wireless and/or wired),
while an AU is a device executing a single or a set of applications while making use of the
OBU's communication capabilities. Indeed, an AU can be an integrated part of a vehicle and be
permanently connected to an OBU. It can also be a portable device such as a laptop or PDA that
can dynamically attach to (and detach from) an OBU. The AU and OBU are usually connected
with a wired connection, while wireless connection is also possible
(using, eg, Bluetooth, WUSB, or UWB). This distinction between AU and OBU is logical,And
they can also reside in a single physical unit.

The ad hoc domain is a network composed of vehicles equipped with OBUs and road side units
(RSUs) that are stationary along the road. OBUS of different vehicles form a mobile ad hoc
network (MANET), where an OBU is equipped with communication devices, including at least
a short-range wireless communication device dedicated for road safety.

OBUS and RSUs can be seen as nodes of an ad hoc network, respectively, mobile and static
nodes. An RSU can be attached to an infrastructure network, which in turn can be connected to
the Internet. RSUs can also communicate to each other directly or via multihop. And their
primary role is the improvement of road safety, by executing special applications and by
sending, receiving or forwarding data in the ad hoc domain.
Two types of infrastructure domain access exist: RSU and hot spot. RSUs may allow OBUS to
access the infrastructure, and consequently to be connected to the Internet. OBUS may also
communicate with Internet via public, commercial, or private hot spots (Wi-Fi hot spots). In the
absence of RSUs and hot spots, OBUs can utilize communication capabilities of cellular radio
networks (GSM, GPRS, UMTS, WiMax, and 4G) if they are integrated in the OBU.

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 REQUIREMENTS
Vehicular network requirements can be grouped into the following classes:

a) Strategic requirements: These requirements are related to:

(1) The level of vehicular network deployment,

eg. Minimum enervation threshold and
(2) Strategies defined by governments and commissions.

b) Economical requirements: These requirements are related to economical factors

Such as business value once the minimum penetration value is reached, perceived customer
value of the use case, purchase cost and ongoing cost and time needed for the global return of
the invested financial resources.
c) System capabilities requirements: These requirements are related to the system
capabilities, which are:
Radio communication capabilities, such as (1) single hop radio communication range. (2) used
radio frequency channels.(3) available bandwidth and bit rate. (4) robustness of the radio
communication channel, (5) level of compensation for radio signal propagation difficulties by
eg, using road side units.

Network communication capabilities, such as (1) mode of dissemination: unicast, broadcast,

multicast, geocast (broadcast only within a specified area), (2) data aggregation, (3) congestion
control. (4) message priority. (5) management means for channel and connectivity realization,
(6) support of IPv6 or IPv4 addressing. (7) mobility management. Associated with changes of
point of attachment to the Internet.

Vehicle absolute positioning capabilities, such as (1) Global Navigation Satellite

System (GNSS), eg, Global Positioning System (GPS). (2) Combined positioning
Capabilities, e.g., combined GNSS with information provided by a local geographical map.

Other vehicle capabilities, such as (1) vehicle interfaces for sensors and radars, (2) vehicle
navigation capabilities.
Vehicle communication security capabilities, such as (1) respect of privacy and
Anonymity, (2) integrity and confidentiality. (3) resistance to external security attacks,
(4)authenticity of received data, (5) data and system integrity.
d) System performance requirements: These requirements are related to the system
performance, which are: (1) Vehicle communication performance, such as maximum latency
time, frequency of updating and resending information, (2) vehicle positioning accuracy, (3)
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system reliability and dependability, such as radio coverage, bit error rate, black zones (zones
without coverage). (4) Performance of security operations, such as performance of signing and
verifying messages and certificates
e) Organizational requirements: These requirements are related to organizational activities
associated with deployment, which are: (1) common and consistent naming repository and
address directory for applications and use cases, (2) IPv6 or IPv4 address allocation schemes,
(3) suitable organization to ensure interoperability between different Intelligent Transport
Systems, (4) suitable organization to ensure the support of security requirements, (5) suitable
organization to ensure the global distribution of global names and addresses in vehicles.

APPLICATIONS
Vehicular networking applications can be classified as
1) Active road safety applications,
2) Traffic efficiency and management applications and
3) Infotainment applications.

ACTIVE ROAD SAFETY APPLICATION

Active road safety applications are those that are primarily employed to decrease the
probability of traffic accidents and the loss of life of the occupants of vehicles. A significant
percentage of accidents that occur every year in all parts of the world are associated with
intersection, head, rear-end and lateral vehicle collisions. Active road safety applications
primarily provide information and assistance to drivers to avoid such collisions with other
vehicles. This can be accomplished by sharing information between vehicles and road side units
which is then used to predict collisions. Such information can represent vehicle position,
intersection position, speed and distance heading. Moreover, information exchange between the
vehicles and the road side units is used to locate hazardous locations on roads, such as slippery
sections or potholes. Some examples of active road safety applications aregiven below as
Intersection collision warning: In this use case, the risk of lateral collisions for vehicles that
are approaching road intersections is detected by vehicles or road side units. This information
is signaled to the approaching vehicles in order to lessen the risk of lateral collisions.
Lane change assistance: The risk of lateral collisions for vehicles that are accomplishing a lane
change with blind spot for trucks is reduced.

Overtaking vehicle warning: Aims to prevent collision between vehicles in an overtake

situation, where one vehicle, say vehicle! Is willing to overtake a vehicle, say vehicle3, while
another vehicle, say vehicle2 is already doing an overtaking maneuver on vehicle3. Collision
between vehiclel and vehicle2 is prevented when vehicle? Informs vehicle! To stop its
overtaking procedure,

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Head on collision warning: The risk of a head on collision is reduced by sending early warnings
to vehicles that are traveling in opposite directions. This use case is also denoted as “Do Not
Pass Warning”.
Rear end collision warning: The risk of rear-end collisions for example due to a slow down or
road curvature (e.g., curves, hills) is reduced. The driver of a vehicle is informed of a possible
risk of rear-end collision in front

Co-operative forward collision warning: A risk of forward collision accident is detected

through the cooperation between vehicles. Such types of accidents are then avoided By using
either cooperation between vehicles or through driver assistance.
Emergency vehicle warning: An active emergency vehicle, e.g., ambulance, police car,
informs other vehicles in its neighborhood to free an emergency corridor. This information can
be re-broadcasted in the neighborhood by other vehicles and road side units.
Pre-crash Sensing/Warning: In this use case, it is considered that a crash is unavoidable and
will take place. Vehicles and the available road side units periodically share information to
predict collisions. The exchanged information includes detailed position data and vehicle size
and it can be used to enable an optimized usage of vehicle equipment to decrease the effect of a
crash. Such equipment can be actuators, air bags, motorized seat belt pre-tensioners and
extensible bumpers.
Co-operative merging assistance: Vehicles involved in a junction merging maneuver negotiate
and cooperate with each other and with road side units to realize this maneuver and avoid
collisions.
Emergency electronic brake lights: Vehicle that has to hard brake informs other
Vehicles, by using the cooperation of other vehicles and/or road side units, about this situation.
Wrong way driving warning: A vehicle detecting that it is driving in wrong way, eg,
Forbidden heading, signals this situation to other vehicles and road side units.
Stationary vehicle warning: In this use case, any vehicle that is disabled, due to an accident,
breakdown or any other reason, informs other vehicles and road side units about this situation.
Traffic condition warning: Any vehicle that detects some rapid traffic evolution. Informs other
vehicles and road side units about this situation.

Signal violation warning: One or more road side units detect a traffic signal violation. This
violation information is broadcasted by the road side unit(s) to all vehicles in the neighborhood.
Collision risk warning: A road side unit detects a risk of collision between two or more vehicles
that do not have the capability to communicate. This information is broadcasted by the road side
unit towards all vehicles in the neighborhood of this event
Hazardous location notification:Any vehicle or any road side unit signals to other
Vehicles about hazardous locations, such as an obstacle on the road, a construction work or
slippery road conditions.
Control Loss Warning: If an additional use case is described that is intended to enable

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The driver of a vehicle to generate and broadcast a control-loss event to surrounding vehicles.
Upon receiving this information the surrounding vehicles determine the relevance of the event
and provide a warming to the drivers, if appropriate.

TRAFFIC EFFICIENCY AND MANAGEMENT APPLICATIONS

Traffic efficiency and management applications focus on improving the vehicle traffic
Flow, traffic coordination and traffic assistance and provide updated local information, maps
and in general, messages of relevance bounded in space and/or time. Speed management and
Co-operative navigation are two typical groups of this type of application.

a) Speed management: Speed management applications aim to assist the driver to

manage the speed of his/her vehicle for smooth driving and to avoid unnecessary
stopping. Regulatory/contextual speed limit notification and green light optimal speed
advisory are two examples of this type.
b) Co-operative navigation: This type of applications is used to increase the traffic
efficiency by managing the navigation of vehicles through cooperation among vehicles
and through cooperation between vehicles and road side units. Some examples of this
type aretraffic information and recommended itinerary provisioning, co-operative
adaptive cruise

INFOTAINMENT APPLICATIONS

a) Co-operative local services: This type of applications focus on infotainment that can be
obtained from locally based services such as point of interest notification, local
electronic commerce and media downloading.

b) Global Internet services: Focus is on data that can be obtained from global Internet
services. Typical examples are Communities services, which include insurance and
financial services, fleet management and parking zone management, and ITS station life
cycle, which focus on software and data updates.

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 TECHNICAL CHALLENGES

Vehicular networks’ special behavior and characteristics create some challenges for
Vehicular communication, which can greatly impact the future deployment of these networks.
A number of technical challenges need to services for drivers and passengers in suchnetworks.
Scalability and Interoperability are two important issues that should be satisfied, and the
employed protocols and mechanisms should be scalable to numerous vehicles and interoperable
with different wireless technologies.
The following are the challenges of vehicular networking
1. Addressing and Geographical addressing: Some vehicular networking
applications require that the addresses are linked to the physical position of a
vehicle or to a geographic region. Mobility makes tracking and managing of
“geo-addresses” extremely challenging.

2. Risk analysis and management: Risk analysis and management is used to

identify
and manage the assets, threats and potential attack s in vehicular communication. Solutions
on managing such attacks have been proposed, but models of attacker behavior are still
missing.

3. Data centric trust and verification: For many vehicular applications the
trustworthiness of the data is more useful than the trustworthiness of the nodes
that are communicating this data. Data-centric trust and verification provides
the security means to vehicular applications to ensure that the communicated
information can be trusted and that the receiver can verify the integrity of the
received information in order to protect the vehicular network from the in-
transit traffic tampering and impersonation security threats and attacks. Public
key cryptosystems can be used here but the main challenge is associated with
the overhead that is introduced by the use of the public key cryptosystem.

4. Anonymity, privacy and liability: Vehicles receiving information from other

vehicles or other network entities need to be able to somehow trust the entity
that generated this information. At the same time, privacy of drivers is a basic
right that is protected, in many countries, by laws. Privacy can be provided using
anonymous vehicle identities. One of the main challenges here is the
development of a solution that is able to support the tradeoff between the
authentication, privacy and liability, when the network has to (partially) disclose
the communicated information and its origin to certain governmental
authorities.
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 5. Secure localization: Secure Localization is a Denial of Service (DoS) resilience
mechanism related to the means of protecting the vehicular network against
attackers that are deliberately willing to retrieve the location of vehicles.

6. Forwarding Algorithms: Forwarding of packets is different than routing, where

the goal of routing is to choose the best possible route to reach destination(s),
whereas forwarding is concerned about how data packets are transferred from
one node to another after a route is chosen ra

7. Delay Constraints: Data packets sent by vehicular networking applications

usually have time and location significance. Primary challenge in designing
vehicular communication protocols is to provide good delay performance under
the constraints of vehicular speeds, unreliable connectivity, and fast topological
changes.

8. Prioritization of data packets and congestion control: Data packets carrying

traffic safety and traffic efficiency information usually have higher significance
and therefore should be forwarded “faster than other packets. Majority of the
research activities have focused on how to provide the highest priority to the
emergency type of data packets. When an emergency occurs, the channel
utilization is likely to degrade due to massive broadcast of emergency messages.

9. Reliability and cross layering between network and transport layer: Due to the
wireless nature of the vehicle to vehicle communication network, a route may
suddenly break. It is therefore important to provide as much reliable as possible
transport service on top of the inherently unreliable network. Designing cross-
layer protocols, which span between transport and routing layers, can be
beneficial in vehicular networks that support real-time and multimedia
applications.

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ADVANTAGES
1. Stop and go adaptive cruise control

2. Co-oprative driving

3. Hazard warning

4. Merging and lane changing warning

5. Inter/intra platoon communication

DISADVANTAGES
1. Bogus traffic information

2. Disruption of network operation

3. Cheating with identity,position or speed

4. Jamming

5. Forgery

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 FUTURE WORK

The main recommendations for future work can be listed out as

Geographical addressing: The most promising, but also the most complex one is the
geographical addressing family that extends IP routing and IP addressing in order to cope with
GPS addresses. While several solutions associated with this family have been proposed. More
research and standardization activities are needed for a successful realization.
Data-centric Trust and Verification: The proactive data-centric trust and verification
Security concept has been researched extensively. However, the tamper-resistance hardware
used in a vehicle to detect unnecessary accident warnings needs to be further researched. The
reactive security concept has been studied in a smaller scale. More work is needed in the area
of context verification, where a vehicle is able to realize an intrusion detection system by
comparing received information on parameters associated with status and environment with its
own available information.
Anonymity and privacy: It is being extensively investigated. However, an open area is
anonymity and adaptive privacy, where users are allowed to select the privacy that they wish to
have.

Forwarding algorithms: The main challenge in designing forwarding algorithms for VANETS
is to provide reliable packet transmission with minimum delay, maximum throughput, and low
communication overhead. Future research must focus on protocols targeted at heterogeneous
systems to handle applications with diverse QoS requirements. Respecting the requirements of
applications while solving the fundamental communication problems in VANETs is a
significant challenge in designing future forwarding algorithms.

Delay constraints: The primary challenge in designing protocols is to provide good delay
performance under the constraints of high vehicular speeds, unreliable connectivity, and fast
topological changes. In this section, we discussed several methods that incorporate delay
constraints in various layers. To provide overall system improvement, future solutions must
focus on cross-layer protocols that strike a balance among conflicting issues from different
layers with an objective of end-to-end delay minimization.

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 CONCLUSION

Vehicular networking is the enabling technology that will support several applications varying
from global Internet services and applications up to active road safety applications. This is a
survey that introduced and discussed the possible applications and use cases that could be
supported by vehicular networks in the near and long term future. Furthermore, the several
requirements, eg, communication performance requirements, imposed by such applications are
emphasized. Moreover, the government and international projects and programs that were and
are being conducted in the USA, Dutch and Europe are presented.Finally the recent main
research challenges associated with vehicular networking introduced and possible future works
have been discussed.

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