International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882

Volume 3, Issue 6, September 2014

A STUDY ON CURRENT TRENDS IN VEHICULAR

AD HOC NETWORKS
K.Prasuna1, Chilakalapudi Meher Babu2,K.Ram Kumar3
1

Asst.Professor, Vijaya Institute of Technology for Women, Enikepadu, INDIA.

Ph.D., Scholar, Computer Science & Engg Dept, R.T.M. Nagpur University, Nagpur, India.
3
Asst.Professor, Lingayas Institute of Management and Technology, Enikepadu, INDIA

Abstract
In vehicular ad hoc networks (VANET), it is
possible to locate and track a vehicle based on its
transmissions, This type of tracking leads to threats on
the location privacy of the vehicles user. Based on these
observations, during the last few years, continuous
progresses in wireless communications have opened new
research fields in computer networking, aimed at
extending data networks connectivity to environments
where wired solutions are impracticable. Among these,
vehicular traffic is attracting a growing attention from
both academia and industry, due to the amount and
importance of the related applications, ranging from road
safety to traffic control, up to mobile entertainment.
Vehicular Ad-hoc Networks (VANETs) are selforganized networks built up from moving vehicles, and
are part of the broader class of Mobile Ad-hoc Networks
(MANETs). Because of their peculiar characteristics,
VANETs require the definition of specific networking
techniques, whose feasibility and performance are
usually tested by means of simulation of vehicular
traffic.
Keywords: traffic & travel information systems,
vehicular networks, GPS, wireless technology

The traditional routing approaches put heavy efforts to

maintain
an
end-to-end
connection
between
communicating nodes or construct an in-network
structure to organize the information storage and
dissemination. They suffer from the frequent network

alternations in the urban VANET environment. Even

those frameworks specifically designed for general
mobile networks inevitably bring huge network burden
for maintaining the ordered structures on top of the
unordered network, leading to poor efficiency. Those
approaches, like Dynamic Source Routing (DSR), Ad

1. Introduction
Communication in vehicular environments becomes
more and more important for the future development in
the automotive domain.
Vehicular Ad-hoc Networks (VANETs) represent a
rapidly emerging, particularly challenging class of
Mobile Ad Hoc Networks (MANETs). VANETs are
distributed; self organizing communication networks
built up from traveling vehicles there have been
intensive studies that investigate the problem of
information exchange within a wireless multi-hop
network. Nevertheless, the high mobility of VANET
makes it excessively difficult to perform efficient
information exchange in the highly dynamic network.

Hoc On-Demand Distance Vector (AODV) routing, or

recently proposed Weak State Routing (WSR), largely
rely on flooded status information across the entire
network for establishing the routes or discovering the
resources. The cost of end to-end communication
significantly increases due to the node mobility and path
dynamics. When dealing with vehicular mobility
modeling, we distinguish between macro-mobility and
micro-mobility descriptions.

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 3, Issue 6, September 2014

For macro-mobility, we intend all the macroscopic

aspects which influence vehicular traffic: the road
topology, constraining cars movement, the per-road
characterization defining speed limits, number of lanes,
overtaking and safety rules over each street of the
aforementioned topology, or the traffic signs description
establishing the intersections crossing rules.
Micro-mobility instead refers to the drivers individual
behavior, when interacting with other drivers or with the
road infrastructure: traveling speed in different traffic
conditions; acceleration, deceleration and overtaking
criteria, behavior in presence of road intersections and
traffic signs, general driving attitude related to drivers
age or mood, etc. It would be desirable for a trustworthy
VANETs simulation that both macro-mobility and
micro-mobility descriptions be jointly considered in
modeling vehicular movements. Indeed, many nonspecific mobility models employed in VANETs
simulations ignore these guidelines, and thus fail to
reproduce peculiar aspects of Vehicular motion, such as
car acceleration and deceleration in presence of nearby
vehicles, queuing at road intersections, clustering caused
by semaphores, vehicular congestion and traffic jams.

The level of detail of the maps in the TIGER

database is not as high as that provided by the
GDF standard, but this database is open and
contains digital descriptions of wide urban and
rural areas of all districts of the United States.
4. Clustered Voronoi graph: the road topology is
randomly generated by creating a Voronoi
tessellation on a set of non-uniformly distributed
points. This approach is similar to that proposed
in, but we also consider the presence of areas
with different road densities which we refer to as
clusters.

2.1. Macro-mobility Features

When considering macro-mobility we not only take into
account the road topology, but also the road structure
(unidirectional or bidirectional, single- or multi-lane),
the road characteristics (speed limits, vehicle-class based
restrictions) and the presence of traffic signs (stop signs,
traffic lights, etc.).
2.1.1. Road topology definition
The selection of the road topology is a key factor to
obtain realistic results when simulating vehicular
movements. Indeed, the length of the streets, the
frequency of intersections, the density of buildings can
greatly affect important mobility metrics such as the
minimum, maximum and average speed of cars, or their
density over the simulated map.

2.1.2. Vehicular movement patterns selection

Vehicular traffic schemes in urban scenarios are far from
being random. Indeed, cars tend to move between points
of interests, which are often common to many drivers
and can change in time (e.g., offices may be strong
attraction points, but mainly during the first part of the
morning). Two choices are given for the trip generation
module. The first is a random trip, as the start and stop
points of movement patterns are randomly selected
among the vertices of the graph representing the road

1. User-defined graph: the road topology is

specified by listing the vertices of the graph and
their interconnecting edges.
2. GDF map: the road topology is imported from a
Geographical Data File (GDF). Unfortunately,
most GDF file libraries are not freely accessible.
3. TIGER map: the road topology is extracted
from a map obtained from the TIGER database.
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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 3, Issue 6, September 2014

topology. The second is an activity sequences

generation, in which a set of start and stop points are
explicitly provided in the road topology description, and
cars are forced to move among them. Independently
from the trip generation method employed, the path
computation, i.e. the selection of the best sequence of
edges to reach the selected destination, can be performed
in three ways. The first method selects the shortest path
to destination, running a Dijkstras algorithm with edges
cost inversely proportional to their length. The second
method does not only considers the length of the path,
but also the traffic congestion level, by weighting the
cost of traversing an edge also on the number of cars
traveling on it, thus modeling the real world tendency of
drivers to avoid crowded paths. The combination of trip
generation and path computation methods offers a wide
range of possibilities, when the definition of vehicular
movement paths is a factor of interest in the mobility
simulation.
2.2. Micro-Mobility Features
The concept of vehicular micro-mobility includes all
aspects related to an individual cars speed and
acceleration modeling. The micro-mobility description
plays the main role in the generation of realistic
vehicular movements, as it is responsible for effects such
as smooth speed variation, cars queues, traffic jams and
over takings. Three broad classes of micro-mobility
models, featuring an increasing degree of detail, can be
identified depending on whether the individual speed of
vehicles is computed i) in a deterministic way, ii) as a
function of nearby vehicles behavior in a single lane
scenario, or iii) as a function of nearby vehicles behavior
in a multi-flow interaction (i.e., urban) scenario.

The Graph-Based Mobility Model (GBMM), the

Constant Speed Motion (CSM) and the Smooth Motion
Model (SMM) fall into the first category, as the speed of
each vehicle is determined on the basis of the local state
of each car and any external effect is ignored. They all
constrain a random movement of nodes on a graph,
possibly including pauses at intersections (CSM) or
smooth speed changes when reaching or leaving a
destination (SSM). The movement is random in a sense
that vehicles select one destination and move towards it
along a shortest-length path, ignoring (and thus possibly
overlapping) other vehicles during the motion. While
these models may work for isolated cars, they fail to
reproduce realistic movements of groups of vehicles.
The Fluid Traffic Model (FTM) and Intelligent Driver
Model (IDM) are instead part of the second class, as
they account for the presence of nearby vehicles when
calculating the speed of a car. These models describe car
mobility on single lanes, but do not consider the case in
which multiple vehicular flows have to interact, as in
presence of intersections. The FTM describes the speed
as a monotonically decreasing function of the vehicular
density, forcing a lower bound on speed when the traffic
congestion reaches a critical state.
3. Properties of the Design
The advantages of our design lie in several aspects:

1. Guaranteed delivery. By leveraging the global map

information, as long as the query message finishes
traveling on all roads associated with the CDS, it is
guaranteed to meet all information required in spite of
the dynamics in the network.
2. Low traffic generation. Due to the sparse property of
the dominating set, we only select a small percentage of
roads over the entire network for query dissemination.
Compared with the epidemic-like or random search
schemes, the transmission cost of our approach is much
lower.

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 3, Issue 6, September 2014

3. Bounded Search latency. Different from random

search schemes, the search latency of this scheme is
bounded by the time to reach the farthest road which is
close to that of flooding the network.
4. Minimized control overhead. We do not need to
maintain any internal routing structures or other state
information to guide the query. Meanwhile, the
information dissemination is strictly limited on the local
road segment. Thus the control overhead is minimized
compared with traditional approaches.
4. Query Forwarding
Once a vehicle node receives a query, it firstly checks
whether or not there are corresponding data within its
local storage. It then forwards this query to its neighbor
nodes. If the vehicle receives the query from the same
road, it forwards the query in the same direction as the
query goes. If the vehicle receives the query from
another road, it forwards the query to all its neighbors in
both directions along the road. When the vehicle is to the
road intersection, it also forwards the query to vehicles
on the other road.

Algorithm 2 Cache and Forwarding

1: Receive query q;
2: while new neighbors are discovered do
3: Visit information on local road for q;
4: for all neighbor vehicles vi do
5: if vi has not received q do
6: Visit information on vis road;
7: if road of vi belongs to CDS group do
8: Forward q to vi;
9: end if
10: end if
11: end for
12: end while

Algorithm 1 Direct Forwarding

5. Robustness of the Protocol

1: Receive query q;
2: Visit information on local road for q;
3: Visit information on neighbor vehicles road;
4: If q is received from another road do
5: Forward q to two random neighbors on both
directions;
6: end if
7: If q is received from the same road do
8: Forward q to one random neighbor on the same
direction as when receiving it;
9: end if
10: Forward q to all neighbors on other roads
By comparing and observe a perfect match between the
vehicle density and the performance of our scheme.
Indeed, the network connectivity severely affects the
query delivery over the network. When the network
becomes highly sparse, the VANET degrades into a
disruptive network. In such a case the network might be
separated into different parts where the queries cannot be
guaranteed to deliver to all vehicles by instant
forwarding. In order to deal with this problem, we
propose a cache and forwarding scheme. The vehicles
cache the received queries and rebroadcast the query as
they have chances to meet new neighbors.

In previous sections, we assume perfect road map

updating at all vehicles and the road map is regarded as a
pre-knowledge in each vehicle. In practice, inconsistent
road maps across different vehicles may affect the
efficiency of the query process and lead to query failures
to access information from some road segments.
Therefore, we need additional communication cost to
keep the updated road map in each vehicle. Since the
road networks are relatively stable, the road map
updating process is not frequent and thus the additional
communication overhead brought by road map updating
is negligible. In the future work, we will try to find
efficient approaches for road map updating and thus to
reduce the communication cost.

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 3, Issue 6, September 2014

6. VANET Security and Privacy

Security and privacy issues in VANET have just begun
to attract attention from both academic and corporate
research. VANET security such as Electronic License
Plates (ELPs) that are unique cryptographically
verifiable numbers equivalent to traditional license
plates, and location verification based on verifiable
multilateration as an approach to address liability
requirements of VANET.

7.

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Security. In Computer Fraud and Security, February
1996.

Privacy Enhancement for Mobile

Networks

To protect users from location privacy threats, there are

several location privacy in WLAN. Their approach is
based on adjusting the resolution of location along
spatial and temporal dimensions, and assumes that nodes
provide their location. However, all of these works
assume that the wireless nodes have unrestricted and
independent mobility, hence, not considering the unique
constraints of VANET.

8. CONCLUSION
have proposed a general approach to detecting and
correcting errors that have been maliciously introduced
into data in a VANET. The approach relies on using
sensor data, collected by nodes in the VANET, shared
with immediate neighbors, and propagated to a
neighboring region.
The sensor data provides redundant information,
allowing each individual node to process the sensor data
and detect or remove malicious information. Individual
nodes use a model of the VANET to check the validity
of the sensor data, and when inconsistencies arise, an
adversarial model is used to search for explanations of
the errors, ranking explanations using a parsimony
approach, and using the best explanation (or
explanations) to correct the consequences of the attack.
The VANET model, adversarial model, and the
parsimony algorithm all depend on the nature of the
sensor data. Two examples illustrate the variety of
possibilities and the effectiveness of the approach.
We

[5] J. Douceur. The Sybil Attack. In the Proceedings of

the1st International Peer To Peer Systems Workshop
(IPTPS 2002), March 2002.
[6] L. Hu and D. Evans. Using Directional Antennas to
Prevent Wormhole Attacks. In Proceedings of the
network and distributed system security symposium
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[7] Y. Hu, A. Perrig and D. Johnson. Efficient security
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[8] Y. Hu, A. Perrig and D. Johnson. Packet Leashes: A
Defense against Wormhole Attacks in Wireless Ad Hoc
Networks. In INFOCOM 2003.

REFERENCES
[1] S. Bhargava and D. P. Agrawal. Security
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Vehicular Technology Conference.

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