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In this paper the DSRC/IEEE 802.11p Medium Access Control (MAC) method of the vehicular communication has been simulated on highway road scenario with periodic broadcast of packets in a vehicle-to-vehicle situation. IEEE 802.11p MAC method is basically based on carrier sense multiple accesses (CSMA) where nodes listen to the wireless channel before...
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... is divided into traffic safety (30 MHz) and traffic efficiency (20 MHz). In the traffic safety spectrum, two SCHs and one CCH are allocated Figure 1. In the traffic efficiency two SCHs are allocated [16]. ...
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... the initializa- tion, a node will listen to the channel activity during one frame length to determine the slot assignments. In the network entry phase, the node determines its own trans- mission slots within each frame according to the follow- ing rules: (i) calculate a nominal increment (NI) by di- viding the number of slots with the report rate, (ii) ran- domly select a nominal start slot (NSS) drawn from the current slot up to NI, (iii) determine a selection interval (SI) of slots as 20% of NI and put this around the NSS according to Figure 1, (iv) now the first actual transmis- sion slot is determined by picking a slot randomly within SI and this will be the nominal transmission slot (NTS). If the chosen NTS is occupied, then the closest free slot within SI is chosen. ...
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... a nominal slot (NS) is decided for the next slot transmission within a frame and the procedure of determining the next NTS will start over again. This procedure will be repeated as many times as decided by the report rate (i.e., the number of slots each node uses within each frame) (Figure 10). ...
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... n reuse factor adds flexibility to STDMA, very important since we are dealing with VANETs, whose nodes are constantly moving. The continuous operation phase is depicted as a flow diagram in Figure 11. ...
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... high-loaded or STDM any traffic safety systems will rely on vehicles pe- riodically broadcasting messages containing their current state (e.g., current location, speed, average speed, dis- tances travelled, total distance etc). We have developed a simulator using Open Street Map, eWorld, SUMO ve (Network Simulator) and TraNs version 1.2 (Interme- diate simulator between SUMO and NS2) also we require Gnu plot/Xgraph/Excel to plot the graphics pre- sentation (Figure 12 for simulation architecture and Figure 13 for Simulation Flow diagram) where each vehicle sends a location message according to a pre- determined range of 5 or 10 Hz. Simulations has been conducted both for the CSMA of 802.11p as well as for the proposed STDMA algorithm. ...
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... high-loaded or STDM any traffic safety systems will rely on vehicles pe- riodically broadcasting messages containing their current state (e.g., current location, speed, average speed, dis- tances travelled, total distance etc). We have developed a simulator using Open Street Map, eWorld, SUMO ve (Network Simulator) and TraNs version 1.2 (Interme- diate simulator between SUMO and NS2) also we require Gnu plot/Xgraph/Excel to plot the graphics pre- sentation (Figure 12 for simulation architecture and Figure 13 for Simulation Flow diagram) where each vehicle sends a location message according to a pre- determined range of 5 or 10 Hz. Simulations has been conducted both for the CSMA of 802.11p as well as for the proposed STDMA algorithm. ...
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... vehicles are entering each lane of the highway road according to a Poisson process with a mean inter-arrival time of 3 seconds (consistent with the 3-second-rule used in Sweden, which recom- mends drivers to maintain a 3-second spacing between vehicles). The speed of each vehicle is modeled as a Gaussian random variable with different mean values for each lane; 83 km/h, 108 km/h and 130 km/h, and a standard rsion 0.10.3 (traffic simulator), NS-2 version 2.34 lanes including both the directions) (Figure 14). Copyright © 2013 SciRes. ...
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... CSMA as in Figures 16 (a) and (b) for different sensing ranges. Simulation statistics were collected from middle of the highway with the vehicle traffic. ...
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... of many consecutive packets which will make the node invisible to the surrounding vehicles for a period of time. CDF for number of con- secutive packet drops is in Figure 17. In worst case a node can drop 100 consecutive packets, implying invisi- bility for over 10 seconds. ...
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... will choose the slot that is located furthest away hence there will be no pack- ets drops at sending side when using STDMA and chan- nel delay is small. Figure 18 the CDF channel delay for STDMA for all nodes will choose a slot for transmission during selection interval therefore CDF for T acc in STDMA is sending at unity after a finite delay compared to CDF for T acc in CSMA in Figure 16. Figure 19 the CDF for the minimum distance between two node which utilizing the same slot within the sensing range is depicted for different packet lengths. When smaller packets size more nodes can be handled by the network. ...
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... will choose the slot that is located furthest away hence there will be no pack- ets drops at sending side when using STDMA and chan- nel delay is small. Figure 18 the CDF channel delay for STDMA for all nodes will choose a slot for transmission during selection interval therefore CDF for T acc in STDMA is sending at unity after a finite delay compared to CDF for T acc in CSMA in Figure 16. Figure 19 the CDF for the minimum distance between two node which utilizing the same slot within the sensing range is depicted for different packet lengths. ...
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... 18 the CDF channel delay for STDMA for all nodes will choose a slot for transmission during selection interval therefore CDF for T acc in STDMA is sending at unity after a finite delay compared to CDF for T acc in CSMA in Figure 16. Figure 19 the CDF for the minimum distance between two node which utilizing the same slot within the sensing range is depicted for different packet lengths. When smaller packets size more nodes can be handled by the network. ...
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Citations
... One of them with 12 bits called PSDUL. So, to induce diverse packets measure may alter the value in this portion of the header [16]. The target of this research is how to apply ML and getting enhanced PER values. ...
... Based on the initial solutions, the neighborhood set is generated. The generation of neighborhood set in MOTabu algorithm is based the values specified in the DSRC standard (i.e., transmission range -(10 -1000 m) and transmission rate -(3 -27 Mbps) [83][84][85][86]. Once the neighborhood set is generated, a feasible solution can be determined. ...
The dynamic nature of vehicular ad hoc network (VANET) induced by frequent topology changes and node mobility, imposes critical challenges for vehicular communications. Aggravated by the high volume of information dissemination among vehicles over limited bandwidth, the topological dynamics of VANET causes congestion in the communication channel, which is the primary cause of problems such as message drop, delay, and degraded quality of service. To mitigate these problems, congestion detection, and control techniques are needed to be incorporated in a vehicular network. Congestion control approaches can be either open-loop or closed loop based on pre-congestion or post congestion strategies. We present a general architecture of vehicular communication in urban and highway environment as well as a state-of-the-art survey of recent congestion detection and control techniques. We also identify the drawbacks of existing approaches and classify them according to different hierarchical schemes. Through an extensive literature review, we recommend solution approaches and future directions for handling congestion in vehicular communications.
... Based on the initial solutions, the neighborhood set is generated. The generation of neighborhood set in MOTabu algorithm is based the values specified in the DSRC standard (i.e., transmission range -(10 -1000 m) and transmission rate -(3 -27 Mbps) [83][84][85][86]. Once the neighborhood set is generated, a feasible solution can be determined. ...
The dynamic nature of vehicular ad hoc network (VANET) induced by frequent topology changes and node mobility, imposes critical challenges for vehicular communications. Aggravated by the high volume of information dissemination among vehicles over limited bandwidth, the topological dynamics of VANET causes congestion in the communication channel, which is the primary cause of problems such as message drop, delay, and degraded quality of service. To mitigate these problems, congestion detection, and control techniques are needed to be incorporated in a vehicular network. Congestion control approaches can be either open-loop or closed loop based on pre-congestion or post congestion strategies. We present a general architecture of vehicular communication in urban and highway environment as well as a state-of-the-art survey of recent congestion detection and control techniques. We also identify the drawbacks of existing approaches and classify them according to different hierarchical schemes. Through an extensive literature review, we recommend solution approaches and future directions for handling congestion in vehicular communications.
... Khairnar et al. simulated the importance of a strong and uninterrupted wireless communication connection (13). Their simulation revealed that an onboard unit is forced to drop over 80% of the data packets/messages if the wireless connection is not maintained. ...
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... Fig. 4. (b)) formats. Simulation has been conducted both for the IEEE 802.11p as well as for the IEEE 802.11a [9]. ...
The number of people killed in traffic accidents in Morocco reached 3593 during 2016, compared to 3565 in 2015, registering a slight increase of 0.79%. Thus, the total of traffic accidents over the past year amounted to 81827 against 78864 in 2015, an increase of 3.76%, according to provisional statistics of traffic accidents in 2016. These statistics show that Morocco is one of the countries with the highest mortality rate. In order to decrease these numbers and put an end to this dilemma, we are working on developing vehicle-to-vehicle communication (V2V) in order to provide information and assistance required to avoid collisions, traffic-jam, etc. Vehicular Ad-Hoc Networks (VANETs) have great potential for providing safety and comfort applications for Intelligent Transport Systems (ITS) and to improve traffic safety on roads. In this paper, we have consecrated our study on Casablanca, the largest city in Morocco which has a highway passing through it. Thus, we took two scenarios, first the highway and trunk roads and second the other roads (primary, secondary, tertiary and residential roads). To demonstrate these scenarios, we used various tools such as OpenStreetMap and SUMO to generate a realistic mobility model that gives aspects of real vehicular traffic. Generated scenarios are added to NS-2.35 (Network Simulator) in order to analyze the performance of 802.11a (Wi-Fi) and 802.11p (DSRC/WAVE). We evaluated the performance based on three parameters: Packet Delivery Ratio, End-To-End Delay and Throughput. The results showed that 802.11p is better and more efficient than 802.11a under both scenarios. In addition, 802.11p gives better results in the second scenario than in the first one, and this is due to the number of cars, the authorized speed and the distance between the cars in each scenario.
... Despite the ad hoc design for mobility units, experimental results [2] [3] show the rate of successful packet delivery in a DSRC network may drop significantly, affecting the control system of the individual vehicles and consequently the overall system. Such a scenario may lead to degraded or even unsafe operation which could be potentially catastrophic. ...
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... Contention parameters for CCH interval and SCH interval in IEEE 802.11p[10][11][12]. ...
Majority of research contributions in wireless access in vehicular environment (WAVE)/IEEE 802.11p standard focus on life critical safety-related applications. These applications require regular status update of vehicle’s position referred to as beaconing. Periodic beaconing in vehicle to vehicle communication leads to severe network congestion in the communication channel. The condition worsens under high vehicular density where it impacts reliability and upper bound latency of safety messages. In this paper, WAVE compliant enhancement to the existing IEEE 802.11p protocol is presented which targets prioritized delivery of safety messages while simultaneously provisioning the dissemination of nonsafety messages. Proposed scheme relies on dynamic generation of beacons to mitigate channel congestion and inefficient bandwidth utilization by reducing transmission frequency of beacons. Through the use of clustering mechanism, different beaconing frequencies and different data transmission rates are assigned to prioritize vehicular mobility. Through extensive simulation results, the performance of the proposed approach is evaluated in terms of a wide range of quality of service (QoS) parameters for two different transmission ranges. Results show that the proposed protocol provides significant enhancement and stability of the clustered topology in vehicular ad hoc network over existing standard and other protocols with similar applications.
... To address the challenges of EDCA and TDMA, several researchers have proposed to adopt Self-organized TDMA (STDMA) as an alternative MAC for vehicular communications [9][10][11]. STDMA has both deterministic and distributed natures. ...
... Even if there have been previous simulation studies when STDMA was used for vehicular networks [9][10][11][12][13][14], they have mainly focused on comparing network performances of CSMA/CA with those of STDMA and have concluded that STDMA was more suitable to vehicular networks than CSMA/CA. But, these studies could not confirm the feasibility of STDMA to vehicular safety applications because they have several missing points-(1) no consideration of time synchronization error and (2) evaluation with a single set of configurations. ...
... Then, they have proposed to exploit both DSRC band and TVWS band. There have been previous simulation studies when STDMA is used for vehicular networks [9][10][11][12][13][14]. In [9], the authors focused on throughput of STDMA via simulation studies. ...
Recently, several researchers have proposed to employ self-organized time division multiple access (STDMA) as an alternative Medium Access Control (MAC) protocol of vehicular communications and have studied STDMA to verify its feasibility to vehicular safety applications. However, most of studies have mainly focused on comparing STDMA with enhanced distributed channel access (EDCA) and have several limitations to reveal the feasibility: (1) they have not considered time synchronization error and (2) they have evaluated STDMA with only a single set of configurable parameters. Thus, the feasibility of STDMA to vehicular safety applications still remains unexplored and is an open issue. In this paper, we examine the performances of STDMA to confirm two points: (1) whether or not STDMA is feasible to safety applications even with time synchronization error and (2) whether or not proper configuration really helps to improve the performances. Our simulation results corroborate that current form of STDMA is not feasible to vehicular safety applications and we can improve STDMA via proper parameter configurations.
... Contention parameters for CCH interval and SCH interval in IEEE 802.11p[10][11][12]. ...
Vehicular Ad-Hoc Network (VANET) is seen as an emerging solution to improve road safety, highway assistance and traveler comfort accounting to vivid applications including safety, non-safety and infotainment applications. Over the past few years, research paradigm has shifted towards areas such as multi-hop broadcasting, information security, clustering, etc. covering intra-vehicular and vehicle-to-infrastructure communication modes. Whereas these scenarios provide diversified information dissemination techniques through various applications of Intelligent Transportation Systems (ITS), data dissemination in VANET environment is still a challenging task, mainly due to rapid changes in network topology and frequent disruptions in connectivity. A distinguished area that still lacks significant research contributions is towards designing reliable and efficient Medium Access Control (MAC) protocols for vehicular communication in order to enhance travel safety. The main motivation behind such a survey is to integrate a wide range of research contributions that have been recently proposed to envisage the inherent characteristics of vehicular communication. Such a study serves as a reference for an in-depth research towards enhancements in the PHY/MAC layers. In this paper, we present state-of-the-art survey of the MAC protocols available for vehicular safety. We classify these protocols based on different applications and the techniques they adopt. We also review the performance metrics used for evaluating these protocols. In later sections, we qualitatively analyze the protocols based on different parameters along with related issues and the challenges they generate. We highlight the mechanisms involved, conceptual features, optimization techniques, strength and drawbacks of the available protocols as well as their applicability in future deployment. Finally, we discuss the open issues and future research directions.
... Due to the 10 MHz channel spacing, two-folded timing parameters provide longer guard interval to offset increased RMS delay, and therefore, preventing inter-symbol interference. [22]. Depending on MCS level, the WLAN can provide data rate ranging from 3 Mbps to 27 Mbps including signaling cost. ...
Vehicular communication platforms that provide real-time access to wireless networks have drawn more and more attention in recent years. IEEE 802.11p is the main radio access technology that supports communication for high mobility terminals, however, due to its limited coverage, IEEE 802.11p is usually deployed by coupling with cellular networks to achieve seamless mobility. In a heterogeneous cellular/802.11p network, vehicular communication is characterized by its short time span in association with a wireless local area network (WLAN). Moreover, for the media access control (MAC) scheme used for WLAN, the network throughput dramatically decreases with increasing user quantity. In response to these compelling problems, we propose a reinforcement sensor (RFS) embedded vertical handoff control strategy to support mobility management. The RFS has online learning capability and can provide optimal handoff decisions in an adaptive fashion without prior knowledge. The algorithm integrates considerations including vehicular mobility, traffic load, handoff latency, and network status. Simulation results verify that the proposed algorithm can adaptively adjust the handoff strategy, allowing users to stay connected to the best network. Furthermore, the algorithm can ensure that RSUs are adequate, thereby guaranteeing a high quality user experience.
