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Modeling of Intermittent Connectivity in Opportunistic Networks: The Case of Vehicular Ad Hoc Networks

Modeling of Intermittent Connectivity in Opportunistic Networks: The Case of Vehicular Ad hoc Networks

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24 views34 pages

Modeling of Intermittent Connectivity in Opportunistic Networks: The Case of Vehicular Ad Hoc Networks

Modeling of Intermittent Connectivity in Opportunistic Networks: The Case of Vehicular Ad hoc Networks

Uploaded by

Oche Michael
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPT, PDF, TXT or read online on Scribd
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BOOK ON ROUTING IN OPPORTUNISTIC

NETWORKS

Chapter 7:
Modeling of Intermittent Connectivity in
Opportunistic Networks: The Case of
Vehicular Ad hoc Networks
Anna Maria Vegni, 2Claudia Campolo, 2Antonella Molinaro,
and 3Thomas D.C. Little

University 2University Mediterannea 3Boston


of Roma Tre
of Reggio Calabria
University
1

Objectives of the Chapter


Analyze connectivity issues in Vehicular Ad hoc
NETworks
Provide an overview of vehicular connectivity
models in the literature
Discuss hybrid and opportunistic communication
paradigms designed to improve connectivity in
vehicular environments

Outline
Opportunistic Networks
The Case of Vehicular Ad hoc Networks

VANETs: an Introduction
Connectivity in VANETs
Modeling Connectivity
Improving Connectivity
Conclusions and Discussions

Opportunistic Networks
Definition: Opportunistic networks are one of
the most interesting evolutions of Mobile Ad-hoc
NETworks (MANETs)
The assumption of a complete path between the
source and the destination is relaxed
Mobile nodes are enabled to communicate with each
other even if a route connecting them may not exist
or may break frequently

Opportunistic Networks Techniques


Opportunistic networking techniques allow
mobile nodes to exchange messages by taking
advantage of mobility and leveraging the storecarry-and-forward approach
A message can be stored in a node and forwarded
over a wireless link as soon as a connection
opportunity arises with a neighbour node

Opportunistic networks are then considered as a


special kind of Delay Tolerant Network (DTN)
[3], providing connectivity despite long link
delays or frequent link breaks
5

Opportunistic Networks Types


Opportunistic networks include:
Mobile sensor networks [5]
Packet-switched networks [6]
Vehicular Ad hoc NETworks (VANETs) [7]

VANETs
Definition:
A VANET (Vehicular Ad hoc NETwork) is a
special kind of MANET in which packets are
exchanged between mobile nodes (vehicles)
traveling on constrained paths

VANETs
Like MANETs:
They self-organize over an evolving topology
They may rely on multi-hop communications
They can work without the support of a fixed
infrastructure

Unlike MANETs:
They have been conceived for a different set of
applications
They move at higher speeds (0-40 m/s)
They do not have battery and storage constraints
8

VANETs
Communication modes:
Vehicle-to-Vehicle (V2V) among vehicles
Vehicle-to-Infrastructure (V2I), between vehicles
and Road-Side Units (RSUs)
Vehicle-to-X (V2X), mixed V2V-V2I approach
V2V

RSU

V2I

V2I

V2V
RSU

VANETs
Applications:
Active Road-Safety Applications
To avoid the risk of car accidents: e.g., cooperative collision
warning, pre-crash sensing, lane change, traffic violation
warning

Traffic efficiency and management applications


To optimize flows of vehicles: e.g., enhanced route
guidance/navigation, traffic light optimal scheduling, lane
merging assistance

Comfort and Infotainment applications


To provide the driver with information support and
entertainment: e.g., point of interest notification, media
downloading, map download and update, parking access, media
streaming, voice over IP, multiplayer gaming, web browsing,
social networking
10

VANETs
VANETs applications exhibit very heterogeneous
requirements
Safety applications require reliable, low-latency, and
efficient message dissemination
Non-safety applications have very different
communication requirements, from no special realtime requirements of traveler information support
applications, to guaranteed Quality-of-Service needs
of multimedia and interactive entertainment
applications

11

VANETs
Enabling communication technologies

12

Wi-MAX
Long Term Evolution (LTE)

Centralized V2I/I2V
communications

IEEE 802.11
IEEE 802.11p

Ad hoc V2V and


centralized V2I/I2V
communications

Connectivity in VANETs
There are three primary models for
interconnecting vehicles based on:
1. Network infrastructure
2. Inter-vehicle communications
3. Hybrid configuration

13

Connectivity in VANETs
Network infrastructure
Vehicles connect to a centralized server or a
backbone network such as the Internet, through the
road-side infrastructure, e.g., cellular base stations,
IEEE 802.11 Access Points, IEEE 802.11p RSUs

14

Connectivity in VANETs
Inter-vehicle communications
Use of direct ad-hoc connectivity among vehicles via
multihop for applications requiring long-range
communications (e.g., traffic monitoring), as well as
short-range communications (e.g., lane merging)

15

Connectivity in VANETs
Hybrid configuration
Use of a combination of V2V and V2I. Vehicles in range
directly connect to the road-side infrastructure, while
exploit multi-hop connectivity otherwise

16

Connectivity in VANETs
Vehicles connectivity is determined by a
combination of several factors, like:
Space and time dynamics of moving vehicles (i.e.,
vehicle density and speed)
Density of RSUs
Radio communication range
Vehicle
density/speed

Connectivity

Time of day
Market
penetration

17

Vehicular
scenario
Urban
Highway

RSU
Communication
range

Modeling V2V Connectivity in VANETs


Most of existing literature in VANET focuses on
modeling the V2V connectivity probability
Common assumption: a vehicular network is
partitioned into a number of clusters
Vehicles within a
partition communicate
either directly or
through multiple hops,
but no direct
connection exists
among partitions
18

Modeling V2V Connectivity in VANETs

P{X R} e R 0

Probability of Disconnected Vehicles

In a fragmented vehicular ad hoc network, under


the DTN assumption and exponentially
distributed inter-vehicle distances, the
probability that two consecutive vehicles are
1
disconnected is [28]
R=25

where X [m] is the


inter-vehicle distance,
[veh/m] is the
distribution parameter
for inter-vehicle distances
and R [m] is the radio range
19

R=50
R=75
R=100
R=150
R=300
R=500
R=700
R=1000

0.8
0.6
0.4
0.2
0
0

20

40
60
80
Vehicular Density [veh/km]

100

Modeling V2V Connectivity in VANETs


Accurate predictions of the network
connectivity can be made using percolation
theory, describing the behavior of connected
clusters in a random graph
In the stationary regime, assuming the spatial
vehicles distribution as a Poisson process, the
upper bound on the average fraction of vehicles
that are connected to no other vehicles is [14]:
E (t) e2 R

The vehicular network is at a state that the rate of


vehicles entering the network is the same as the rate
of vehicle leaving it
20

Modeling V2V Connectivity in VANETs


The platoon size (i.e., the number of vehicles in
each connected cluster), and the connectivity
distance (i.e., the length of a connected path
from any vehicle) are two metrics used to model
V2V connectivity in VANETs [22]
When the traffics speed increases, the connectivity
metrics decrease
If the variance of the speeds distribution is
increased, then, provided that the average speed
remains fixed, the connectivity is improved

21

Modeling V2I Connectivity in VANETs


More challenging w.r.t. V2V case
As vehicles move, connectivity is both fleeting, usually
lasting only a few seconds at urban speeds, and
intermittent, with gaps between a connection and the
subsequent one

Different vehicle placement conditions influence


the overall connectivity, while RSUs do not
significantly improve connectivity in all scenarios
E.g., RSUs at intersections do not reduce the
proportion of isolated vehicles, which are more likely
to be in the middle of the road [14]
22

Modeling V2I Connectivity in VANETs


The notion of intermittent coverage for mobile
users provides the worst-case guarantees on the
interconnection gap, while using significantly
fewer RSUs
The interconnection gap is defined as the
maximum distance, or expected travel time,
between two consecutive vehicle-RSU contacts.
Such a metric is chosen because the delay due to
mobility and disconnection affects messages delivery
more than channel congestion [25]
23

Modeling V2V-V2I Connectivity


List of the main common assumptions in connectivity
models for VANET

24

Assumption

Assumption Type

Vehicle distribution

Poisson

Topology

1D w/o traffic lights / intersections

Underlying model

Connectivity graph

Propagation model

Unit disk model

RSUs distribution

Uniform

Improving Connectivity in VANETs


Opportunistic approaches for connectivity
support in VANETs
Opportunistic contacts, both among vehicles and from
vehicles to available RSUs, can be used to instantiate
and sustain both safety and non-safety applications

Opportunistic forwarding is the main technique


adopted in DTN [55]
In VANETs, bridging technique links the partitioning
that exists between clusters traveling in the same
direction of the roadway

25

Improving Connectivity in VANETs


The use of a vehicular grid together with an
opportunistic infrastructure placed on the roads
guarantees seamless connectivity in dynamic
vehicular scenarios [59]-[61]
Hybrid communication paradigms for vehicular
networking are used to limit intermittent
connectivity
Vehicle-to-X (V2X) works in heterogeneous
scenarios, where overlapping wireless networks
partially cover the vehicular grid. It relies on the
concept of multi-hop communication path
26

Improving Connectivity in VANETs


In V2X approach, there is the vehicular
partitioning with different connectivity phases:
Phase 1 (No connectivity)

A vehicle is traveling alone in the vehicular grid (totallydisconnected traffic scenario). The vehicles are completely
disconnected

Phase 2 (Short-range connectivity)


A vehicle is traveling in the vehicular grid and forming a
cluster with other vehicles. Only V2V connectivity is available

Phase 3 (Long-range connectivity)


A vehicle is traveling in the vehicular grid with available
neighboring RSUs. Only V2I connectivity is assumed to be
available

27

Improving Connectivity in VANETs

The probability that a vehicle lays in one of the


three phases is expressed as the probability that a
vehicle is:
Not connected (Phase 1)
Connected with neighbours (Phase 2)
Connected with RSUs (Phase 3)
28

Probability of Connected Vehicles

Phase 1
Phase 2
Phase 3

0.8
0.6
0.4
0.2
0
0

0.02
0.04
0.06
0.08
Vehicle Traffic Density [veh/km]

(a )

0.1

Probability of Connected Vehicles

Improving Connectivity in VANETs


1

0.8
0.6

0.5
0.4
0.2

0
50

100

100
Connectivity range [m]
150 0

( b)

50
Vehicle Traffic Density [veh/km]

Probability of connected vehicles (a) vs. the


vehicle traffic density (Phases 13), and (b) vs. the
vehicle traffic density and the connectivity range
(Phase 1).
29

Improving Connectivity in VANETs

Satellite connectivity is used in VANETs for


outdoor navigation and positioning services
As an opportunistic link, it is intended to augment short
and medium-range communications to bridge isolated
vehicles or clusters of vehicles, when no other
mechanism is available
30

Conclusions and Discussions


Connectivity issues in VANETs have been
investigated
Road topology, traffic density, vehicle speed,
market penetration of the VANET technology
and transmission range strongly affect the
network connectivity behavior

31

Conclusions and Discussions


Analytical models deriving connectivity
performance in VANETs have been discussed
They differ into the underlying assumptions and
the considered connectivity metrics
Solutions improving connectivity in VANETs have
been reviewed
Exploiting infrastructure nodes, relay-based
techniques and even satellite communications to bridge
isolated vehicles when no other mechanism is available
32

Conclusions and Discussions


Analytical models play an important role in
performance evaluation of VANETs and need to
be significantly improved in terms of
accurateness and realism
Further efforts are required to design solutions
enabling V2V and V2I connectivity in different
network conditions to sustain both safety and
non-safety applications

33

Thanks for your


attention!

34

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