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Is Visible Light Communications Suitable for Using in Lane-Changing

Maneuvers?

Conference Paper · October 2023

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Is Visible Light Communications Suitable for Using
in Lane-Changing Maneuvers?
Aicha Meghraoui∗ , Mohamed L. Tayebi∗ , Mokhtar Besseghier∗† , Selma Yahia‡ , Hossien B. Eldeeb§ ,
Van Nhan Vo¶ , and Tu Dac Ho∥
∗ LTTNS Laboratory, University of Djillali Liabes, Sidi bel Abbes, Algeria
† University of Mustapha Stambouli, Mascara, Algeria
‡ LIST Laboratory University of M’Hamed Bougara Boumerdes, Algeria
§ Department of Electrical and Electronics Engineering, Özyeğin University, Istanbul, Turkey, 34794
¶ Faculty of Information Technology, Duy Tan University, Da Nang 550000, Vietnam
∥ Department of Electrical Engineering, UiT The Arctic University of Norway, Lodve Langesgate 2, 8514 Narvik.

(E-mails: [email protected] and [email protected])

Abstract—Lane-changing behaviour is a crucial aspect of road safety [7]. VVLC has been widely adopted in various
driving that requires a safe and efficient driving environment. vehicular applications, such as lane changing, platooning, and
To achieve this, an accurate perception of the surrounding left turn assistance. Lane changing, one of the applications,
vehicles and environment is essential, enabling the vehicle to
make informed lane-changing decisions and ultimately improving was identified as the highest priority safety services target
the process’s reliability and success rate. This paper uses a non- 100% packet delivery ratio (PDR) and latency of 10 to 100 ms
sequential ray channel modelling approach to investigate visible [8]. In this application, VVLC enables neighboring vehicles to
light communication (VLC) in lane change applications. The communicate with each other using light signals, providing
vehicle’s headlamps and taillights act as wireless transmitters, drivers with real-time information about the availability of
while photo-detectors on other vehicles act as wireless receivers.
The system performance is evaluated in terms of bit error rate adjacent lanes. This information helps drivers to make more
(BER), spectral efficiency, and packet delivery ratio (PDR) for informed decisions during the lane change process, reducing
different inter-vehicle distances and lateral shifts. The effect of the risk of collisions and improving road safety. In this context,
vehicle velocity on the system performance is also investigated. there are many efforts in the literature to address the usage of
The results demonstrated that VLC could be qualified for VLC in lane change application [9]–[14].
exchanging data between the cars for a safe lane change. It also
showed significant vehicle position and velocity impacts on the Specifically, a lane-changing scenario is considered in [9],
system performance during this process. in which the authors addressed the effect of this scenario
Index Terms—lane change application, visible light communi- on the performance of the V2V VLC system. Also, in [10],
cation, Vehicle-to-vehicle. the authors proposed a cooperative paradigm for vehicle
safety systems that integrates VLC and Visible Light Po-
I. I NTRODUCTION sitioning (VLP) technologies to provide lane change Assis-
In recent years, Intelligent Transportation Systems (ITS) tance/Warning. Their approach involves a smart automotive
have gained attention as a promising solution for improv- lighting system that generates a map with the positions and
ing road safety and efficiency [1], [2]. ITS incorporates velocities of all surrounding vehicles in a lane change scenario.
various communications technologies, including vehicle-to- This information is then used to warn the driver to assist
vehicle (V2V), vehicle-to-infrastructure (V2I), and vehicle-to- them in safely changing lanes. Furthermore, Deng et al. [11]
pedestrian (V2P), collectively known as vehicle-to-everything introduced a V2V VLC-based collision avoidance mechanism
(V2X) [3]. These technologies allow real-time communication for lane-changing scenarios. This mechanism relies on the
between vehicles, infrastructure, and pedestrians, enabling exchange of warning messages between neighbouring vehicles,
them to exchange critical information and make informed deci- containing information such as the vehicle’s position, velocity,
sions to avoid accidents, reduce traffic congestion, and improve and direction of movement. Based on this data, the onboard
overall traffic flow. Currently, V2X applications primarily rely system on the cars calculates the collision risk and determines
on radio frequency (RF) based solutions such as Dedicated the appropriate safe distance required to avoid any potential
Short-Range Communications (DSRC) and cellular vehicle- accidents. The authors in [12] investigated the coverage of
to-everything communication (C-V2X) [4], [5]. However, the a vehicular VLC system and determined the number and
increasing deployment of ITS is expected to cause congestion location of PDs required for V2V and I2V connectivity in dif-
and high levels of interference in the limited radio-frequency ferent road types, intersections, and traffic scenarios, including
bands. This challenge has led researchers to propose visible lane change. The study presented in [13] introduces a novel
light communication as a promising alternative solution [6]. integrated spatial and angular diversity receiver to improve
Vehicular VLC (VVLC) has gained significant attention the performance of V2V VLC and V2I VLC systems. The
recently due to its immense potential to improve vehicle and proposed receiver design is demonstrated through the lane-
change scenario, highlighting its applicability in real-world
vehicular environments. In [14], the authors investigated the
performance of the V2V VLC communication system during
the lane change scenario. Their findings indicated that the
lateral mobility associated with a lane change could lead to
substantial packet loss, significantly deleting the system’s over-
all performance. It should emphasize that the works mentioned
earlier in [10], [11], [13] assume a Lambertian model for the
Fig. 1: Vehicle-to-vehicle scenario.
vehicle Light Emitting Diode (LED) sources. However, this
model is more suitable for indoor lights and must accurately
capture the vehicle’s light sources’ illumination characteristics.
To consider such realistic vehicle light sources, the authors These data Vehicular-Vehicular (V2V) links can be described
in [9], [12], [14] have employed measured radiation patterns more specifically in Fig. 1 as follows:
of vehicle light sources to develop more realistic models. Link 1: The V2V communication link between vehicle D
However, these studies focused on a single communication and A, where vehicle D uses its high-beam headlamps to
link in a lane change scenario, where the vehicle can only communicate with A. Vehicle A is equipped with a photo-
communicate with the following or leading vehicle. detector installed in the centre of its rear end to serve as a
Different from [9], [12], [14], we consider in this paper wireless receiver. At the beginning of a lane-change process,
multi-links V2V communications where the subject vehicle these vehicles are not in the same lane and have a separation
communicates with several surrounding vehicles; one vehicle distance of d0 . This distance is served as a reference distance
is in the same lane in front, and two vehicles are in the in the longitudinal direction.
q The lateral distance between their
target lane to do lane changing as practical scenario. The centres is y. Let Li = d0 2 + dyi2 denotes the transmission
subject vehicle uses its taillights and headlamps as transmitters distance between the ith transmitter and the receiver where
where realistic channel models based on a non-sequential ray dyi is the lateral shift between the ith transmitter and the
tracing approach are considered. That take into account the receiver (see Fig. 1). We consider non-sequential ray tracing
real radiation pattern of both headlight and taillight, which for modeling the V2V channels. This approach can be used to
have asymmetrical radiation pattern [6], [12], [15]. A compre- realistically model VLC channel, it makes possible to obtain
hensive performance evaluation is then conducted regarding the CIR for complex geometries [16]. Thus, the path loss
bit error rate (BER), spectral efficiency, and packet delivery between the ith transmitter and receiver can be expressed as
rate (PDR), considering different vehicle positions on the road.
[16] :
The effect of velocity on these performance metrices is further
investigated, and the required power budget to compensate for  √ 1/ε !2
its effect is finally obtained. DR d0 / d20 +dyi2
PLHL,i = 10 log10 √ i = 1, 2,
The paper is organized as follows: Section II presents β d20 +dyi2
the system and channel models. Section III describes the (1)
performance analysis of the V2V VLC system during the where DR is the receiver diameter, ε and β are correction
lane change scenario. In Section IV, we present the simulation coefficients.
results. Finally, the paper is concluded in Section V. Link 2: The V2V communication link between two ve-
II. S YSTEM AND C HANNEL M ODEL hicles, D and C, that are following each other in the same
lane with a separation distance of d1 .vehicle D communicates
As illustrated in Fig. 1, we consider a V2V scenario in a with vehicle C using its high-beam headlamps, which act as a
two-lane road, and each lane has a width of W . We assume wireless transmitter. Vehicle C, on the other hand, is equipped
that vehicle D intends to change its lane and vehicle C is the with a photodetector located in the centre of its rear end, which
leading vehicle in its existing lane. Meanwhile, vehicles A and serves as a wireless receiver. The path loss between the ith
B lead and follow vehicles in the target lane. Assuming that transmitter and receiver is still given by (1) without lateral
these vehicles are travelling at a constant velocity V and the shift distances.
distance between A and B are large enough to make room for
Link 3: The V2V data link between vehicle D and B,
D to change lanes. All vehicles are positioned at the centre of
located in the adjacent lane. D will use its taillights to
their respective lanes with a separation distance of di and a
communicate with a photo-detector situated in the centre front
lateral shift of y.
end of B, which plays as the wireless receiver for B. We denote
Data exchange between the subject vehicle (D) and other
φi the incident angle at the ith receiver and d2 the separation
related vehicles (e.g., A-C) is essential to prepare for a lane-
distance between D and B.From the geometry of the layout in
change manoeuvre. For establishing communication with these
vehicles, D uses its headlights (HLs) to communicate with the q checked that φi = arccos(d2 /LT L,i ),
Fig. 1, it can be readily
leading vehicles, such as the A and C, and its taillights (TLs) where LT L,i = d2 2 + dyi2 is the effective propagation
to communicate with the following vehicles, such as the B. distance between the ith transmitter and receiver. The path
 3.5
σn2 = N0 B is the noise variance, where N0 is the noise power
Link 1
Link 2
spectral density, and B is the bandwidth. H is the channel
3 Link 3
gain.
Lateral shift distance (m)
2.5
B. Spectral efficiency
2
The spectral efficiency, defined as the rate in bits per second
1.5
divided by bandwidth in hertz, which is directly related to the
1
channel capacity in bit/s. It can be defined as [20], [21]:
0.5
SE = log2 (1 + γ). (5)
0
50 45 40 35 30 25 20 15
Referance distance, d0 (m) C. PDR ANALYSIS
Fig. 2: Variation of lateral shift versus reference distance. In the following, we investigate the performance of the V2V-
VLC scenarios in terms of Packet Delivery Ratio (PDR) to
analyse the quality of our system. It can be obtained by [22]:
loss model has been presented for this V2V link by [17] :
PDR = (1 − BER)n , (6)
PLT L,i = P LT L,0 + 10 log10 (L−2λ
T L,i ) − ζLT L,i + 10 log10 (cos(φi )) i = 1, 2,
where n is the bit length of the transmitted packet.
(2)
where P LT L,0 is the reference P LT L,i at d2 = 0 m. λ and IV. S IMULATION R ESULTS AND D ISCUSSION
ζ are constant values and are given as 0.809 and 0.074, This section presents the performance results of the V2V
respectively, for BMW car taillights [17]. VLC system under consideration. In our simulation study, we
To show the entire period of a lane change process, Fig. consider W = 3.75 m, DR = 1cm2 , Pe = 25 dBm, N0 = 10−21
2 illustrates the relationship between the lateral shift and the A2 /Hz, n = 288 bits [8], B = 5 MHz (for link 1 and link 2),
reference distance for the three links during the movements B = 100 KHz (for link 3), V = 5 m/s, η = 0.5 W/A, and R
of all vehicles (A-D). The former shows the lateral distances = 0.54 A/W.
between the subject car D and the other cars. The latter, the It is assuming that the longitudinal separations between car
reference distance, always indicates the longitudinal distance D and its surrounding vehicles at the beginning of the lane
(d0 ) between D and the most critical vehicle A during its lane change process are as follows, d0 = 50 m for link 1, d1 = 40
change period. In practice, moving vehicle D to the adjacent m for link 2, and d2 = 10 m for link 3. The distance (d0 ) is
lane results in changes in lateral shifts and the reference the common reference distance for all links.
distances (d0 ) for the links. Specifically, for links 1 and 3, It is important to emphasize that a safe lane change requires
the lateral shift decreases as they will become on the same reliable connectivity between vehicle D, which changes its
lane. However, in link 2, the lateral change will increase as D lane, and the surrounding vehicles either in the current lane or
moves to the adjacent lane. For a safe lane change, vehicle D in the new lane, as well as the safe distances among the cars.
usually increases its velocity so it can move between vehicles This connectivity is crucial for preventing accidents during
B and A safely. Therefore, the reference distance (d0 ) varies lane change manoeuvring. In Fig. 3, we investigate the link
between the existing distance of 50 m and minimal separation reliability regarding the Bit-Error-Rate (BER) performance for
of 15 m. the three connection links under the process. For the 1st link,
III. P ERFORMANCE ANALYSIS it is observed that the system gets a BER of lower than 10−6
before reaching the minimal safe distance of 15 m. For the 2nd
A. BER ANALYSIS
link, an even better BER rate at lower than 10−6 for the entire
In this section, we investigate the error rate performance of process is observed when the reference distance varies from 50
vehicular VLC links in lane change scenarios. We consider the m to the safe distance. In the case of the 3rd link, good BER
Bit Error rate (BER) as a performance metric. For unipolar M - performance was achieving of less than 10−8 at the moment
array pulse amplitude modulation (M-PAM), the BER is given the car D starts to enter the new lane, and BER gets worse
by [18, Ch 3] : when the distance to the front car (A) decreases. However, it
still gets a rate of 10−3 when this distance reaches 25 m. This
s !
(M − 1) 3
BER = erfc γ , (3) changed in BER because the longitudinal distance between
M log2 (M ) 2(M − 1)(2M − 1)
car D in the new lane and it’s behind car (B) was increasing
where M denotes the modulation order and γ is the signal to significantly. In conclusion, the results reveal that the proposed
noise rate (SNR) which is given by [19] : VLC system is suitable for lane change applications since it
2 maintains reliable communication.
(ηRH) Pe
γ= , (4) In Fig. 4, we represent the spectral efficiency as a function
σn2 of inter-vehicle distance for the three links under considera-
where η is the electrical-optical conversion factor, Pe is tion, based on equation (5). We observe a noticeable difference
the electrical transmit power, R is PD’s responsivity, and in the spectral efficiency between the three links, which is
 10 0 100
Link 1
Link 2
Link 3 Link 1
10 -2
Link 2
80
Link 3

10 -4
BER

60

PDR (%)
10 -6

40
10 -8

10 -10 20

50 45 40 35 30 25 20 15
Distance, d 0(m)
0
50 45 40 35 30 25 20 15
Fig. 3: BER performance versus reference distance. Distance, d 0(m)

Fig. 5: Packet delivery ratio versus reference distance.

7
Link 1
Link 2
6 Link 3

5
a safe lane-change process. For link 2, a PDR of 100% can
be attained at any distance of over 19 m. Beyond this, PDR
SE (bps/Hz)

4
gradually decreases until it reaches 0% at a distance of 17
3
m. The decline in reception probability can be attributed to
2 the high lateral shift between vehicles D and C. Regarding
1 link 3, a reception probability of 100% is achieved within a
0
reference distance of over 30 m. This percentage decreases
50 45 40 35 30 25 20 15 to 60% and 0% for d0 = 25 m and d0 = 19 m, respectively,
Distance, d 0(m)
due to an increasing longitudinal distance between D and B.
Fig. 4: Spectral efficiency versus reference distance. The degradation in communications for links 2 and 3 did not
cause any impact on the lane-change process because, at those
moments, vehicle D was already successfully changed to the
related to the differences in inter-vehicle distance and lateral new lane.
shift during the lane-changing process. Specifically, for link In the following, we address the vehicle’s velocity effect
1, the spectral efficiency increases during the lane change on the performance of the considered V2V VLC scenario.
process due to the decrease in both inter-vehicle and lateral In particular, we focused on link 1 and analyzed the BER,
shifts between transmitter and receiver vehicles. For example, spectral efficiency, and PDR performance as a function of
consider d0 = 45 m; the spectral efficiency is set to 3.8 bps/Hz. power budget for different vehicle velocities during the lane
This enhances to 5 bps/Hz and 7 bps/Hz for d0 = 30 m and change process. We assume different vehicle velocities, i.e.,
d0 = 15 m, respectively. Likewise, for link 2, the spectral V = 10 m/s, V = 15 m/s, and V = 20 m/s.
efficiency increases during the initial phase of lane changing In Fig. 6, we investigate the impact of vehicle velocity on
as the inter-vehicle distance decreases. However, it decreases the BER performance for link 1. One crucial aspect is that the
in the subsequent period due to the severe impact of lateral vehicle’s velocity directly influences the safe distance. As the
shift, which becomes more pronounced at shorter distances. vehicle velocity increases, adjusting the safe distance becomes
For example, consider d0 = 45 m; the spectral efficiency is 4.75 essential. This parameter must be carefully considered to en-
bps/Hz. This enhances to 5.6 bps/Hz for d0 = 30 m. Similarly, sure safe and efficient lane-changing manoeuvres. To illustrate
for d0 = 25 m and d0 = 17 m, the achieved spectral efficiency this effect, we consider some scenarios for vehicle’s velocities,
is 5.5 bps/Hz and 0.1 bps/Hz, respectively. On the other hand, as follows:
in link 3, the spectral efficiency worsens with increasing inter- • V = 10 m/s: According to the widely recognized three-
vehicle distance between B and D. For instance, at d0 = 45 second rule, the safe distance between the subject vehicle
m, d0 = 30 m, and d0 = 15 m, the spectral efficiency is and other vehicles in the same lane should be at least 30
given as 5 bps/Hz, 3 bps/Hz, and 1.9 bps/Hz, respectively. The m. This condition can be ensured that the vehicle begins
results demonstrate that vehicular VLC can achieve similar RF its lane change from a distance of 65 m and completes
spectral efficiency levels as recently published [23]. the manoeuvre while maintaining a distance equal to or
In Fig. 5, we present the PDR results versus distance for greater than 30 m from other vehicles.
the three links under consideration. The observation finding is • V = 15 m/s: Following the three-second rule, the safe
significant differences in the probability of reception of packets distance will be at least 45 m at this speed. The vehicle,
transmitted between the vehicles in the three links. Specifi- for instance, initiates its lane change from a distance of
cally, link 1 exhibits a remarkable performance, achieving a 80 m and completes the manoeuvre while maintaining a
flawless PDR of 100% within a separation distance of up to minimal separation of 45 m from other vehicles.
15 m. This high PDR is of utmost importance for ensuring • V = 20 m/s: Similar to other cases, the safe distance
 10 0 10 0 10 0
V = 10 m/s
V = 15 m/s
V = 20 m/s
10 -2 10 -2 10 -2

10 -4 10 -4 10 -4
BER

BER

BER
10 -6 10 -6 10 -6

10 -8 10 -8 10 -8
V = 10 m/s V = 10 m/s
V = 15 m/s V = 15 m/s
V = 20 m/s V = 20 m/s
10 -10 10 -10 10 -10
5 10 15 20 25 30 35 5 10 15 20 25 30 35 5 10 15 20 25 30 35
Power, P e (dBm) Power, P e (dBm) Power, P e (dBm)

(a) (b) (c)

Fig. 6: Effect of velocity and power budget on BER for link 1 (a) Starting time t = 0, (b) Mid time t = T /2, and (c) End time
t = T.

should be 60 m. Therefore, the vehicle can commence its

lane change at an initial distance of 100 m and completes
the manoeuvre while maintaining a distance not shorter
than 65 m.
100

Assuming T is the time period for an entire lane-changing

V = 10 m/s
process, which is dependent on the velocity of the vehicle. 80 V = 15 m/s
V = 20 m/s
Figure 6 shows how the vehicle’s velocity has influenced
the BER data communication performance on link 1 between 60
PDR (%)

vehicular D and A. As the velocity of the vehicles increases, it

becomes necessary to maintain a larger safe distance between 40
the vehicles to ensure sufficient time for proper braking and
manoeuvring. However, it is observed that this increase in 20
safety distance, due to vehicle velocity, has an adverse effect
on the BER performance of the communication system. For 0
example, consider the mid-time of the process (t = T /2) at 5 10 15 20 25 30 35

a transmit power of 25 dBm, the BER for V = 10 m/s, V Power, P e (dBm)

= 15 m/s, and V = 20 m/s are given by 10−11 , 2.5×10−5 , (a)
8.5×10−3 , respectively. It also showed that when t increases,
the BER reduces due to the reduction in the communication 7
distance. For example, consider a transmit power of 25 dBm V = 10 m/s
and V = 15 m/s. The BER values are given for starting time 6 V = 15 m/s
V = 20 m/s
(t = 0), mid-time (t = T /2), and end-time of the process 5
(t = T ) as 8×10−3 , 2.5×10−5 , and ≪10−10 , respectively.
SE (bps/Hz)

Additionally, the results demonstrate that an additional power 4

budget should be considered in order to compensate for the 3

increase in velocity, ensuring reliable communication during
the lane change process. For instance, at the mid-time of the 2

process (t = T /2) and the target BER of 10−5 , the required

1
power budget for V = 10 m/s is given as 21 dBm. This power
increases to 25.4 dBm and 30 dBm for the increased V = 15 0
5 10 15 20 25 30 35
m/s and V = 20 m/s, respectively. Power, P e (dBm)
In Fig. 7, we investigated the effect of velocity (V ), power (b)
budget on PDR, and the spectral efficiency of the system,
assuming at the end time of the process (t = T ). The results Fig. 7: Effect of velocity and power budget on (a) PDR and
showed that a successful rate of 100% for PDR could achieve (b) Spectral efficiency assuming link 1 at the end process (t
at all velocities at a transmit power larger than 25 dBm. = T)
Furthermore, at 30 dBm, the achieved spectral efficiency is
6 bps/Hz for V = 10 m/s. This efficiency reduces to 5 bps/Hz
and 4 bps/Hz for V = 15 m/s and V = 20 m/s, respectively.
 TABLE I: Required power budget to achieve specified BER target at different velocities for link 1.
Velocity (V)
10 m/s 15 m/s 20 m/s
Time (t)
BER Target 10−3 10−5 10−7 10−3 10−5 10−7 10−3 10−5 10−7
t=0 20.5 dBm 23.4 dBm 25.1 dBm 27 dBm 30 dBm 31.8 dBm 31 dBm 33.5 dBm 35 dBm
t = T /2 18 dBm 21 dBm 22.75 dBm 22.5 dBm 25.4 dBm 27 dBm 27 dBm 30 dBm 31.75 dBm
t=T 9.75 dBm 12.5 dBm 14.15 dBm 16.4 dBm 19.3 dBm 21 dBm 23 dBm 25.5 dBm 27.3 dBm

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