Exploring the Practical Limits of Cooperative Awareness in Vehicular Communications
Exploring the Practical Limits of Cooperative Awareness in Vehicular Communications
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DOI：
10.1109/tvt.2016.2544935
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发表时间：
2016-06-01
影响因子：
6.8
通讯作者：
d'Orey, Pedro M.
中科院分区：
文献类型：
--
作者：
Boban, Mate;d'Orey, Pedro M.
我们进行了广泛的研究，在车辆网络的基础上定期的消息交换的合作意识。我们首先分析了在欧洲四个测试点收集的测量结果。为了测量协作感知，我们使用三个度量：1）邻居感知率，2）范围以上邻居的比率，和3）分组交付率。使用收集到的数据，我们定义了一个简单的模型，用于计算邻居的感知给定的环境中的数据包传输率。最后，我们进行了现实的大规模模拟，以探索现实的发射功率和传输速率约束下的合作意识的可实现的性能。我们的测量和仿真结果表明：1）在一定阈值以上，增加协作消息速率以提高感知的益处不大;更高的发射功率和更少的消息传输是更好的方法，因为消息传递由阴影主导; 2）协作感知的功效在不同的环境中在大尺度上（例如，在城市200 m范围内可以实现90%的意识，而在高速公路500 m范围内）和小规模（例如，附近街道中的车辆可能具有显著不同的感知水平）; 3）车辆到车辆（V2 V）和车辆到基础设施（V2 I）通信具有不同的感知模式; 4）每个位置具有实现高感知的不同发射功率; 5）实现高感知水平导致潜在不想要的消息的接收增加;因此，需要根据具体情况，在意识和干预之间找到平衡。我们希望我们的研究结果将作为一个起点，设计更有效的定期信息交换服务的合作意识。
We perform an extensive study of cooperative awareness in vehicular networks based on periodic message exchange. We start by analyzing measurements collected on four test sites across Europe. To measure cooperative awareness, we use three metrics: 1) neighborhood awareness ratio, 2) ratio of neighbors above range, and 3) packet delivery rate. Using the collected data, we define a simple model for calculating neighborhood awareness given a packet delivery ratio for an environment. Finally, we perform realistic large-scale simulations to explore the achievable performance of cooperative awareness under realistic transmit power and transmit rate constraints. Our measurements and simulation results show the following: 1) Above a certain threshold, there is little benefit in increasing the cooperative message rate to improve awareness; higher transmit power and fewer message transmissions are a better approach, since message delivery is dominated by shadowing; 2) The efficacy of cooperative awareness varies greatly in different environments on both large scale (e.g., 90% awareness is achievable up to 200 m in urban compared to 500 m in highway) and small scale (e.g., vehicles in nearby streets can have significantly different awareness levels); 3) Vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications have distinct awareness patterns; 4) Each location has distinct transmit power that achieves high awareness; 5) Achieving high awareness levels results in increased reception of potentially unwanted messages; therefore, a balance needs to be found between awareness and interference, depending on the specific context. We hope that our results will serve as a starting point for designing more effective periodic message exchange services for cooperative awareness.