MODULE 4

MODULE 4: INTELLIGENT
TRANSPORT SYSTEM

Introduction to Intelligent Vehicular Communication – Evolution,

Vehicular Networks and ITS, Vehicular Communication Standards/
Technologies – DSRC, IEEE 802.11p WAVE, IEEE 1609, IEEE 802.15.7 -
Visible Light Communication (VLC), 4G/5G-Device to Device (D2D), 6G
Cellular Networks and Connected Autonomous Vehicles, Operational
Scenario – Collision Avoidance.

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INTRODUCTION

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 ADVANCES IN RAIL TRANSPORT
❑ The trends in rail vehicle development focus on lightweight, increased
use of advanced polymer composite materials, and lightweight alloys.
This is because rail vehicles have become heavier over the past 30 years
as passengers expect a better travel experience and vehicles
incorporate more ancillary equipment to enhance passenger comfort
(internet access, power points, air-conditioning, noise and temperature
insulation, etc.)
❑ Increased safety: In addition, development work is undertaken on safe
interiors to minimize passenger injury in case of a collision.
❑ Advanced Driver Aids: Development of automated systems to override
the driver if an impending collision.
❑ Improved track designs (rail material, ballast, noise, and vibration
reduction, switching points) as well as technologies for better detection
of cracks in rails, improved level crossings, and detection and warning of 4
 ADVANCES IN ROAD TRANSPORT
❑ Current trends in road vehicle development mainly focus on three fields
of action: efficiency, safety, and driving experience
❑ Efficiency: by reducing the energy required by the vehicle (e.g.,
lightweight design, aerodynamics) by increasing the efficiency of energy
supply (e.g., vehicle electrification).
❑ Safety (Active & Passive): The deployment of active safety measures,
such as Advanced Driver Assistance Systems (ADAS), can significantly
reduce the number of road fatalities. Passive Safety aims at minimizing
or preventing the risk of injury in an accident.
❑ Driving Experience: Future vehicle concepts may significantly vary from
today’s designs. Those vehicles still have to be accepted by the users/
drivers.

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 ADVANCES IN AIR TRANSPORT
❑ Avoid problems and delays for people and freight: alternatives to
existing air travel are proposed by facilitating the ability to access
airports by high occupancy airport access modes like rail.
❑ Mitigate air traffic congestion: by intermodal transportation.
❑ The term “intermodal transportation” refers to a system that connects
separate transportation modes—roads, aviation, maritime, and
railway—that allows a passenger to complete a journey using more than
one mode.
❑ Intermodal integration provides passengers not only with the ability to
connect to an extended transportation network but also with a safe and
efficient (i.e., “seamless”) transfer between the various modes.

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 INTERMODAL TRANSPORTATION
❑ Intermodal transport refers to the transport of goods and people by two or
more modes of transport (such as road, rail, air, inland waterway, and sea).
❑ Introduction of Information and Communication Technology (ICT) in intermodal
transport provides users the means of integrated services.
❑ Intermodal transport should include
✔ Locational Integration: easily change between transport modes— services connecting in
space.
✔ Timetabling Integration : Services at an interchange connect in time.
✔ Ticketing Integration: No need to purchase a new ticket for each leg of a journey.
✔ Information Integration: No need to enquire at different places for each stage of a trip (or
that different independent sources are connected to appear seamless to users).
✔ Service Design Integration: Legal, administrative, and governance structures permit/
encourage integration.
✔ Travel Generation Integration: Integrating the planning of transport with the generators of
travel (particularly integration with land use planning).
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 ADVANCES IN WATERWAYS/SEA
TRANSPORT
❑ Modern containerships with increasing dimensions and equipped with the
latest navigation, timing, and positioning technologies and devices
❑ Enhanced decision support systems using sophisticated sensors and
enhanced data management
❑ Uninterruptedly monitored by company-owned fleet operation centers
(FOC) especially for safety purposes and especially in coastal waters
❑ Supported by vessel traffic services (VTS for meteorological hazard
warnings)
❑ Implementation of the latest information and communication
technologies (ICT) to support the human operators on board with
additional information and advice.

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 UTILIZATION OF ICT IN ROAD
TRANSPORT: INTELLIGENT
TRANSPORT SYSTEM
❑ The emergence of innovative, cost-effective, cooperative mobility,
automated driving solutions improving energy efficiency, individual
safety, and the effectiveness of public and freight transport together
form the cornerstone of Intelligent Transport Systems (ITS).
❑ By enabling vehicles to communicate with each other via Vehicle to
Vehicle (V2V) communication as well as with roadside base stations via
Vehicle-to- Infrastructure (V2I) communication, ITS can contribute to
safer and more efficient roads.
❑ Intelligent Transport Systems (ITS) refers to efforts to add
information and communications technology to transport
infrastructures and vehicles to improve their safety, reliability,
efficiency, and quality.
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 INTELLIGENT TRANSPORT SYSTEM

❑ Definition: An intelligent transportation system is an advanced

application that aims to provide innovative services relating to different
modes of transport and traffic management, and enable users to be
better informed and make safer, more coordinated, and 'smarter' use
of transport networks.
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 CONTD…
❑ Goals of ITS:
✔ to improve traffic safety
✔ to relieve traffic congestion
✔ to improve transportation efficiency
✔ to reduce air pollution
✔ to increase the energy efficiency
✔ to promote the development of related industries

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 GENERAL SCHEMATIC OF ITS
❑ ITS can be divided into two general
categories: basic and advanced management
systems.
❑ Basic management systems include car
navigation, traffic signal control systems,
container management systems, variable
message signs, and monitors such as
automatic license plate recognition, speed
cameras, and security closed-circuit
television systems.
❑ Advanced applications can integrate live data
and feedback from several sources, such as
parking guidance and information, weather
information, and bridge de-icing systems.
❑ Additionally, predictive techniques are being
developed to allow advanced modeling and
comparison using historical baseline data.
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 ITS ARCHITECTURE
❑ ITS is a 4-layer architecture – physical,
communication, operation, and service layers.
❑ The physical layer consists of all elements in the
transportation system including infrastructure,
vehicles, and people.
❑ The communication layer provides for the
accurate and timely exchange of information
between ITS subsystems.
❑ The communication layer provides four major
types of communication options.
✔ Field vehicle communications: communication
between vehicles and infrastructure

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 CONTD…
✔ Fixed point-fixed point communications: communications among stationary entities.
✔ Vehicle-Vehicle communications: A short-range wireless communications link among
vehicles.
✔ Wide area wireless (mobile) communications: enables communication with vehicles and
traveler mobile devices.
❑ The operation layer collects and translates data into information and knowledge.
There are three fundamental components in the operation layer.
✔ Advanced Transportation Management Systems (ATMS): overall system management.
✔ Advanced Traveler Information Systems (ATIS): provision of information to
travelers.
✔ Advanced Vehicle Control Systems (AVCS): control technology applied to vehicles
and infrastructure.
❑ The service layer is where services are deployed and run. The result of the
operation layer will be combined to provide better transportation services.

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 VEHICULAR COMMUNICATION (VC)
❑ The main goal of VC is convenience, safety, intelligent traffic
management, improved user comfort, and eliminating the excessive cost
of traffic collisions.
❑ Vehicles have… (differs from personal comm.)
✔ Enough power
✔ Large space
✔ Predictable and high-speed mobility
❑ Use communication for new services
✔ Collision Warning
✔ Up-to-date traffic information
✔ Active navigation services
✔ Weather information

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 VEHICULAR COMMUNICATION
TECHNOLOGIES
❑ In-vehicle communication: between the components onboard (e.g.,
Bluetooth, ZigBee, etc.)
❑ Vehicle-to-vehicle communication (V2V): share information between
vehicles (VANET, 802.11p, etc.)
❑ Vehicle-to-infrastructure communication (V2I): share information
between vehicle and roadside units/internet on the band 5.9 GHz
(802.11n, 802.11p, DSRC, 3G, WiMax, Infrared techniques etc.)
❑ Vehicle-to-everything (V2X): to share important data like emergency
conditions to other vehicles, infrastructure, public, etc.
❑ Connected Autonomous Vehicles (CAV): involves V2X, V2V and V2I

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 VEHICULAR COMMUNICATION
PROTOCOLS
❑ Wired: USB, CAN, Ethernet, local interconnect network (LIN)
❑ Wireless: Bluetooth, Wireless Access in Vehicular Environment(IEEE
802.11p, IEEE 1609), IEEE 802.15.7 Visible Light Communication (VLC)
❑ V2V: Vehicular Ad Hoc Network (VANET), 4G/5G-Device to Device
(D2D), 6G Cellular Networks

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 DEDICATED SHORT-RANGE
COMMUNICATION (DSRC)
❑ DSRC is a wireless communication technology that enables fast and
secure data exchange (short-range, high—speed communication)
between vehicles and roadside infrastructure. It is based on the WiFi
architecture.
❑ It operates in the 5.9 GHz band (75 MHz bandwidth) and was developed
to support Intelligent Transportation Systems (ITS) applications, such
as vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I)
communications.
❑ DSRC can support various applications for road safety, traffic
management, toll collection, parking guidance, etc.
❑ It has a 3-layer protocol stack consisting of physical, data link, and application
layers.

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 DSRC PROTOCOL STACK
❑ Physical Layer: This layer defines how data is transmitted and
received over the wireless medium using radio frequency (RF) or
infrared (IR) signals with Orthogonal Frequency Division
Multiplexing (OFDM). The physical layer specifies parameters
such as frequency, modulation, coding, power, and channel access
methods.
❑ Data Link Layer: This layer provides reliable data transfer
between two nodes on the same network by detecting and
correcting errors, framing data packets, and managing medium
access control (MAC) through CSMA/CA. The data link layer also
supports security features such as encryption and authentication.
❑ Application Layer: This layer defines how data is formatted and
interpreted by different applications that use DSRC services.
The application layer also provides protocols for service discovery,
session management, and message exchange.
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 DSRC ARCHITECTURE
❑ The DSRC protocol supports two modes of operation: continuous mode and
burst mode.
✔ In continuous mode, the vehicle establishes a permanent connection with a
roadside beacon and exchanges periodic messages for status updates or
payment purposes.
✔ In burst mode, the vehicle initiates a short-lived connection with a roadside
beacon and exchanges one or more messages for information or service
requests.
❑ The DSRC protocol also supports two types of transactions: symmetric
transactions and asymmetric transactions.
✔ In symmetric transactions, both parties exchange equal amounts of data in
each direction.
✔ In asymmetric transactions, one party sends more data than the other
party.
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 APPLICATIONS OF DSRC
❑ Collision Avoidance: DSRC can be used to transmit information about a
vehicle’s speed, position, and direction to nearby vehicles, enabling them
to anticipate and avoid potential collisions.
❑ Intersection Management: DSRC-based V2I communication can help
vehicles and traffic control systems exchange information to improve
intersection safety, reduce congestion, and optimize traffic signal
timings.
❑ Emergency Vehicle Warning: DSRC allows emergency vehicles to send
warnings to other vehicles in their path, prompting drivers to clear the
way, reduce speed, or take other necessary actions.
❑ Cooperative Adaptive Cruise Control: DSRC can enable vehicles to
communicate their speed and acceleration data, allowing them to
maintain a safe and efficient distance from each other while adjusting
to changing traffic conditions.
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 ADVANTAGES OF DSRC
❑ Low Latency: DSRC provides extremely low latency, typically in the range
of milliseconds. This enables vehicles to exchange real-time information
quickly.
❑ High Reliability: DSRC has been specifically designed for vehicular
environments and is robust to interference and signal degradation.
❑ Dedicated Frequency Band: The 5.9 GHz frequency band allocated for
DSRC ensures that the communication channel is free from congestion
caused by other wireless devices.
❑ Security: DSRC provides a secure communication platform, with built-in
security features for message authentication, integrity, and
confidentiality.
❑ Interoperability: DSRC allows different manufacturers’ devices to
communicate with each other seamlessly. 22
 CONTD…
❑ Scalability: DSRC is a scalable technology that can accommodate a large
number of vehicles and roadside infrastructure devices without causing
congestion or performance degradation.
❑ Range and Coverage: DSRC has a communication range of up to 1000
meters that allows vehicles to communicate with each other and
infrastructure devices over a wide area, enhancing situational awareness
and improving safety.
❑ Support for Multi-Channel Operation: DSRC can operate on multiple
channels simultaneously, allowing different types of messages (e.g.,
safety, traffic, and infotainment) to be transmitted concurrently
without interference.
❑ Ad-Hoc Networking Capabilities: DSRC devices can form ad-hoc
networks, enabling vehicles to communicate directly with each other
without relying on a fixed infrastructure.
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 DISADVANTAGES OF DSRC
❑ Limited Range: DSRC has a communication range of up to 1000 meters,
which might be insufficient for some applications or in situations where
vehicles are traveling at high speeds.
❑ Competition from C-V2X: Cellular Vehicle-to-Everything (C-V2X)
technology has emerged as a strong competitor to DSRC.
❑ Infrastructure Costs: While DSRC does not have subscription costs like
cellular-based systems, it still requires significant investment in
roadside infrastructure to enable V2I communication.
❑ Line-of-Sight Dependency: DSRC communication relies on line-of-sight
between communicating devices, which can be hindered by obstacles
such as buildings or large vehicles.

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 WIRELESS ACCESS IN VEHICULAR
ENVIRONMENTS (WAVE)
❑ Wireless Access in Vehicular Environments (WAVE) system provides
interoperable, efficient, and reliable radio communications in support of
applications offering safety and convenience in an intelligent
transportation system (ITS).
❑ WAVE system is designed to provide vehicles with direct connectivity to
other vehicles (V2V), roadside (V2R), or infrastructures (V2I) through
dedicated short-range communications (DSRC) on the band of 5.9 GHz
(5.85–5.925 GHz).
❑ The architecture and operations of a WAVE system are based on the
IEEE 1609 series of standards and the IEEE 802.11p standard.
❑ Typical WAVE devices are onboard units (OBUs) mounted in onboard
equipment in vehicles and roadside units (RSUs).
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 CONTD…
❑ With these devices, WAVE supplies real-time traffic information,
improves the safety of transportation, and reduces traffic congestion.
It also benefits for the transport sustainability.
❑ WAVE devices adopt orthogonal frequency division multiplexing (OFDM)
and achieve a communication range of approximately 1000 m.
❑ The IEEE WAVE standards specify two kinds of radio channels, i.e.,
control channel and service channel.
❑ The control channel is used only for system management messages and
WAVE Short Message Protocol (WSMP) messages. The WSMP is a
protocol for rapid exchange of the messages subject to intermittent
radio connectivity.
❑ The service channels are used for application data transfers as well as
IPv6 traffic.
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 WAVE PROTOCOL STACK
❑ The WAVE protocol stack defines a data plane with protocols carrying
higher-layer information and a management plane for security and
management functions.
❑ The data plane consists of several physical layers and a MAC sublayer
defined by IEEE 802.11p.
❑ Besides the IEEE 802.11p, WAVE also contains the standard of IEEE
1609, which is the upper layer standard.
❑ IEEE 1609 completes the WAVE by its sub-detail standards, for
instance,
✔ IEEE 1609.2 standard is responsible for the communication security;
✔ IEEE 1609.3 standard covers the WAVE connection setup and
management.

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 CONTD…
✔ IEEE 1609.4 standard specifies multi-channel operations in the data plane.

❑ IEEE Std 1609.3 specifies two data plane protocol stacks– IPv6 and WSMP.
❑ The management plane consists of a WAVE Management Entity (WME), and
security services for WAVE applications and management messages defined
by IEEE 1609.2.
❑ Challenges in WAVE:
1. Noise from engine, motors, spark plug, etc.
2. Varying Doppler shift and multipath
3. The channel is frequency and time-selective
4. Quick channel estimation required
5. Require highly reliable channel with minimum latency
6. Fast channel access requirement

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 APPLICATIONS OF WAVE
❑ Safety Applications: forward collision warning, intersection violation
warning, icy road warning, and blind spot warning.
❑ Efficiency Applications: traffic lights scheduling, route planning and
navigation, and electronic fee collection (EFC).
❑ On-the-road services: weather information, point-of-interest locations,
advertisement of ongoing sales, and available parking lot.
❑ Urban Sensing: The photos and videos of road conditions, driving speeds
of vehicles, or collision or emergency alerts could be shared among
vehicles or through the Internet for large-scale urban monitoring and
efficient sensing data collection.

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 IEEE 1609
❑ The IEEE 1609 Family of Standards for Wireless Access in Vehicular
Environments (WAVE) defines the architecture, communications model,
management structure, security mechanisms and physical access for
high speed (up to 27 Mb/s) short range (up to 1000m) low latency
wireless communications in the vehicular environment.
❑ The primary architectural components defined by these standards are
the On Board Unit (OBU), Road Side Unit (RSU), and WAVE interface.
❑ IEEE 1609 standards rely on IEEE 802.11p which specifies the
extensions to IEEE 802.11 that are necessary to provide wireless
communications in a vehicular environment.
❑ The IEEE 1609 family consists of 1609.0 (WAVE environment), 1609.1
(management activities), 1609.2 (security protocols), 1609.3 (network
layer protocols), and 1609.4 (multi-channel operations).

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 CONTD…
❑ These standards provide two options (WAVE short message and IPv6)
for communicating between vehicles and between vehicles and roadside
devices.

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 VISIBLE LIGHT COMMUNICATION
(VLC)
❑ Visible Light Communication (VLC) is the use of visible light (light with a
frequency of 400–800 THz/wavelength of 780–375 nm) as a
transmission medium.
❑ VLC is a subset of optical wireless communications technologies.
❑ It relies on the intensity modulation of a light source according to the
input message.
❑ Why VLC?
✔ The visible light spectrum is 10 times larger than the radio spectrum.
✔ Does not cause any health problems
✔ No Electromagnetic Interference
✔ Free source
✔ Fast Switching
✔ LEDs are easily available
✔ Safe to be used in Hospitals 32
 BLOCK DIAGRAM OF VLC
❑ There are two integral parts to VLC systems: the transmitter and the
receiver. These parts consist of three common layers: the physical layer,
the MAC layer, and the application layer.
❑ Transmitters: a visible light source
❑ Receivers: Photodiode or an imaging sensor (CMOS/CCD)
❑ Modulation: transforms the data into a series of light pulses.

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 VLC TRANSMITTER
❑ VLC transmitters are the source of the light.
❑ Data is transmitted in VLC systems by modulating light. At slow speeds,
this will be seen as a constant flickering of light, which breaks down data
into a system of ones and zeroes that will be converted into consumable
data through a transceiver. However, the speed of data transmission is
highly dependent on the speed of the flickering. For this reason, light-
emitting diodes (LED) are used as the primary light source in VLC
systems. LED bulbs are semiconductors, giving them the ability to handle
ultra-fast modulation of light occurring at speeds undetectable by the
human eye.
❑ There are many different spectra in which white light is produced by
LED light. The most commonly used method for producing white light is
trichromatic (red, green, and blue), more commonly known as RGB. Other
methods for white light generation are dichromatic (blue and yellow) and
tetra-chromatic (blue, cyan, green, and red).
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 VLC RECEIVER
❑ Receivers for VLC systems generally consist of an optical filter, optical
concentrators, and an amplification circuit.
❑ Light emitted from the VLC transmitter is generally weak due to beam
divergence because LEDs generally illuminate large spaces. This weaker
signal is picked up by the optical concentrator and amplifies the signal.
❑ The signal is then detected and picked up by a photodiode, which is
converted into a photocurrent. Silicon photodiodes, PIN diodes, and
avalanche photodiodes are used for VLC systems.
❑ VLC systems are vulnerable to interferences such as sunlight and other
forms of illumination. Hence, optical filters are added to eliminate noise
from the received signal.
❑ In the case of stationary receivers, photodiodes are employed. Imaging
sensors are used for cases where mobility is required (e.g. VLC systems in
vehicles) because of the larger field of view.
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 CHARACTERISTICS AND
APPLICATIONS OF VLC
❑ Signal confinement: The nature of light is that it is unable to pass through
opaque walls. This makes it easy to confine signals to within a single room,
which increases the level of security of the network.
❑ Non-line-of-sight: Many believe that because VLC systems use light, any
blockage can severely hinder its ability to transmit data. That is not the case
as it is not dependent on line of sight. Studies have shown that they can still
perform in rooms that are severely obstructed.
❑ Safe in hazardous environments: VLC can be used as a practical alternative
for areas where RF signals are perceived as a hazard. Aside from using non-
RF technology to deliver data, the light source used in these systems emit low
energies, ensuring their safe use. These “hazardous” environments include
hospitals, airplanes, or mines.
❑ Applications of VLC: Smart Home Networks, Commercial Aviation, Hazardous
environments, Hospital and healthcare, Defense and Military applications,
Underwater communications, Indoor location estimation, Vehicle to vehicle
communication, etc.
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 VLC FOR V2V: LED ENABLED VLC (IEEE
TG 802.15.7
❑ LED Enabled VLC enables Visual light-based communication between
traffic signal lights and vehicle lights.
❑ LEDs combine the advantages of high brightness and low power as well
as low heat dissipation and longer life span compared to conventional
incandescent lamps.
❑ Also, LEDs can be modulated at high switching speed to make the
signaling invisible to the human eye.
❑ In addition, almost all vehicles have LED lights, hence it would be very
easy and cost-efficient to utilize those LEDs for additional purposes,
such as for offering fast reliable, and energy-efficient information to
the driver.
❑ This makes LED-enabled VLC a natural candidate for realizing V2X
communications.
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 VLC ARCHITECTURE
❑ VLC is a layered architecture of three layers – Physical layer, MAC layer
and Application layer.
❑ IEEE 802.15.7 defines only two layers (PHY and MAC) for simplicity.

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 PHYSICAL LAYER
❑ The physical layer provides the physical specifications of the VLC device as
well as the relationship between the device and the medium used for data
transfer.
❑ The PHY layer is responsible for transmission and reception, activation and
deactivation of the optical transceiver, and checking if the state of the
transmission channel is idle or busy.
❑ There are 3 operation modes in the PHY layer.
✔ PHY I: for outdoor applications. It uses OOK and PPM.
✔ PHY II: for indoor applications. It uses OOK and PPM.
✔ PHY III: uses Color Shift Keying.

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 MAC LAYER
❑ The Media Access Control (MAC) Layer is responsible for the transmission
of the packets of data received to and from the network. Its basic
function is to provide a way for each node within a network to communicate
with other available nodes.
❑ In VLC systems, the MAC layer is responsible for
✔ Mobility support
✔ Dimming support
✔ Security support
✔ Visibility support
✔ Schemes for mitigation of flickering
✔ Color function support
✔ Providing a reliable link between peer MAC entities

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 CONTD…
❑ Three network topologies are defined in the MAC layer
✔ Peer to peer: For situations where two devices communicate with each other.
✔ Star: For communication between several devices.
✔ Broadcast: For unidirectional communication.

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V2X SYSTEM WITH VLC

42
 CONTD…
❑ A system relying on VLC can be decomposed into a backbone network
connecting the central office (CO) to the various access points of the
network (traffic lights, road signs, etc.) and a V2X-VLC network.
❑ The CO is responsible for coordinating and managing the information
exchange between the vehicles and the infrastructure.
❑ The backbone network can be implemented using existing wire-line or
wireless technologies (fiber-to-the-x, ADSL, RF links, etc.).
❑ The second part of the network is based on VLC technology and consists
of the various V2I and V2V connections.

43
 CONTD…
❑ The VLC links can be used for:
✔ Downstream connection from the traffic lights to the vehicles
using the three LEDs of the lights as a means of transmitting data.
✔ Downstream connection from road and traffic signs to the vehicles.
The connections are realized through the sign’s single-color LED.
✔ Upstream connection between the vehicle and the various access
points. This can be realized using the vehicle’s white LED lights.
✔ Upstream and downstream connection between the vehicles. These
are supported with LED front and brake lights.
✔ Upstream connection from the vehicle to the access point.
✔ Supporting decision-making in the “Vehicle Autonomic Management
System” (VAMS).

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 4G/5G-DEVICE TO DEVICE (D2D)
❑ 4G/5G has emerged as a powerful
alternative solution to IEEE 802.11p for
D2D networking and very low latency
communications. It addresses the huge
cost of deployment of specialized road
infrastructure.
❑ The main idea of this trend is to exploit
emerging wireless standards to leverage
Mobile Network Operators (MNOs),
existing telecommunication
infrastructures, and (network) data, to
enhance intelligence instead of costly V2I
technologies (requiring Road Side Units).

45
 CONTD…
❑ Figure shows a more detailed view of this
idea.
❑ From the figure, we can see that to
exploit the existing mobile infrastructure,
the framework should utilize various data
sources, aggregate the collected
information through a Data Acquisition,
Pre- processing and Fusion (DAPF) module,
process it on the basis of Cognitive
Decision-Making (CDM) functionality, and
provide as output directives to drivers to
support them in accident avoidance and to
mitigate the consequences of collisions.

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 DATA SOURCES
❑ For utilization of existing telecom infrastructures for message
transmission, the following data “sources” are utilized:
✔ A mobile smartphone (inside the vehicle) and/or an on-board device (if
available)
✔ The vehicle itself (via an OBD-II device)
✔ MNO-related data
❑ These 3 data sources can provide significantly useful information for
drivers, with minimum costs, reduced latency, and high reliability.

47
 EXAMPLE DATA TO BE AGGREGATED
❑ Smartphone/Tablet and/or On-Board ❑ Vehicle/OBD-II
Device (ADAS) ✔ Current and average speed,
✔ MNO-related info, such as (a) Cell-id, acceleration, throttle/boost, coolant
LAC, and Radio Access Technology temperature
(RAT) currently utilized, (b) Received
Signal Strength Indicator (RSSI) and/ ✔ Timings (0–60 Km/h, 0–100 Km/h,
or Reference Signal Received Power 0–1000 m, etc.)
(RSRP) from the serving Base
Stations and/or from the neighboring ✔ Current and average CO2 emissions
ones, etc. (trip, overall)
✔ Information from motion sensors, ✔ Current and average consumption (trip,
environmental sensors, and position overall)
sensors, such as accelerometers, ✔ Tank level, etc.
gravity sensors, gyroscopes and
rotational vector sensors, barometers,
photometers, and ❑ MNO Data
thermometers,
orientation, and magnetometers ✔ Location of Base Stations
sensors. ✔ RAT supported per Base Station (GSM,
✔ Location and time information (from UMTS, HSPA, HSPA+, 4G)
GPS)
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 PROCESSING OF DATA –
PROGRESSIVE PROCESSING
❑ The data from the data sources are processed on the basis of smartphone
applications.
❑ This information, combined with additional data provided by the MNO leads
to significant improvements in the provision of fast, tailor-made information
which the driver is capable of processing in changing conditions. i.e., data is
processed “progressively”.
❑ Cellphone accelerators can act complementary to this information and can be
used in adding further enhancements to the directives provided to the drivers.
Cellphone accelerators provide driver’s reactions which can be used to
identify forthcoming emergency and the vehicle can be accelerated or
decelerated accordingly.
❑ Finally, specific data extracted from the vehicle through OBD2 and sent to
the cell phone or on board device can also be exploited in providing innovative
nature assistance to drivers.

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 BENEFITS OF 4G/5G BASED
FRAMEWORK
❑ >50% reduced latency: can guarantee for faster decision-making and, in return,
increased active safety for drivers.
❑ Easy integration (availability): due to the utilization of existing user equipment
(smartphones).
❑ 10–20% resulting reduced energy footprint: due to the use of CDM and
decision-making support process.
❑ 20–30% increased reliability and robustness.
❑ 30% increased security, privacy and confidentiality: protected against jamming
and tapping through the utilization of the mobile communication infrastructure
mechanisms.
❑ 30–40% increased cost-efficiency: since it uses existing infrastructures whilst
exploiting their benefits to provide innovative ADAS to drivers without the
costs for road infrastructure.

50
 6G CELLULAR NETWORKS AND
CONNECTED AUTONOMOUS
VEHICLES
❑ “AUTONOMOUS” means having the power for self-governance.
❑ The capabilities of an autonomous car can be extended by implementing
communication networks both in the immediate vicinity (for collision
avoidance) and far away (for congestion management).
❑ Automated vs Autonomous: ‘Automated’ connotes control or operation
by a machine, while ‘autonomous’ connotes acting alone or independently.
❑ Most of the vehicle concepts (that we are currently aware of) have a
person in the driver’s seat, utilize a communication connection to the
Cloud or other vehicles, and do not independently select either
destinations or routes for reaching them. Thus, the term ‘automated’
would more accurately describe these vehicle concepts.
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 LEVELS OF AUTOMATION
❑ The National Highway Traffic Safety Administration (NHTSA) has proposed
a formal classification system for AV:
❑ Level 0: The driver completely controls the vehicle at all times.
❑ Level 1: Individual vehicle controls are automated, such as electronic stability
control or automatic braking.
❑ Level 2: At least two controls can be automated in unison, such as adaptive
cruise control in combination with lane keeping. Example: Tesla Model S.
❑ Level 3: The driver can fully cede control of all safety-critical functions in
certain conditions. The car senses when conditions require the driver to
retake control and provides a “sufficiently comfortable transition time” for
the driver to do so.
❑ Level 4: The vehicle performs all safety-critical functions for the entire trip,
with the driver not expected to control the vehicle at any time. As this
vehicle would control all functions from start to stop, including all parking
functions, it could include unoccupied cars.

52
ADVANTAGES OF AV
1. Avoid traffic collisions caused by human driver errors such as
reaction time, tail gating, rubbernecking, and other forms of distracted
or aggressive driving.
2. Increased roadway capacity and reduced traffic congestion due to
reduced need for safety gaps and the ability to better manage traffic
flow.
3. Relief of vehicle occupants from driving and navigation chores.
4. Higher speed limit for autonomous cars.
5. Removal of constraints on occupants’ state—in an autonomous car, it
would not matter if the occupants were under age, over age, unlicensed,
blind, distracted, intoxicated, or otherwise impaired.

53
CONTD…
6. Reduction of physical space required for vehicle parking, and vehicles will be
able to drive where space is not scarce.
7. Reduction in the need for traffic police and premium on vehicle insurance.
8. Reduction of physical road signage—autonomous cars could receive
necessary
communication electronically (although physical signs may still be required for
any human drivers).
9. Smoother ride.
10. Reduction in car theft, due to the vehicle’s increased awareness.

4 54
CONTD…
11.Increased ergonomic flexibility in the cabin, due to the removal of
the steering wheel and remaining driver interface, as well as no
occupant needing to sit in a forward-facing position.
12.Increased ease-of-use of large vehicles such as motorhomes.
13.When used for car-sharing, it reduces total number of cars.
14.Enables new business models such as mobility as a service which aim
to be cheaper than car ownership by removing the cost of the driver.
15.Elimination of redundant passengers—the robotic car could drive
unoccupied to wherever it is required, such as to pick up passengers or
to go in for maintenance.

55
DISADVANTAGES OF AV
1. Liability placed on manufacturer of device and/or software driving the vehicle.
2.Time needed to turn an existing fleet of vehicles from non-autonomous to
autonomous.
3. Resistance by individuals to forfeit control of their cars.
4. Implementation of legal framework and establishment of government regulations
for self-driving cars.
5. Inexperienced drivers if complex situations require manual driving.
6. Loss of driving-related jobs.
7. Resistance from professional drivers and unions who perceive job losses.
8. Loss of privacy. Sharing of information through V2V (Vehicle to Vehicle) and V2I
(Vehicle to Infrastructure) protocols.
6

56
CONTD…
9. Self-driving cars could potentially be loaded with explosives and used as bombs.
10. Ethical problems in situations where an autonomous car’s software is forced during an
unavoidable crash to choose between multiple harmful courses of action.
11. Current police and other pedestrian gestures and nonverbal cues are not adapted to
autonomous driving.
12. Software reliability.
13. A car’s computer could potentially be compromised, as could a communication system
between cars by disrupting camera sensors, GPS jammers/spoofing.
14. Susceptibility of the car’s navigation system to different types of weather.
15. Autonomous cars may require very high quality specialized maps to operate properly.
Where these maps may be out of date, they would need to be able to fall back to reasonable
behaviors.
16. Competition for the radio spectrum desired for the car’s communication.
17. Current road infrastructure may need changes for autonomous cars to function optimally.
6

57
 CONNECTED AUTONOMOUS
VEHICLES (CAV)
❑ Vehicular technologies are evolving rapidly, from connected vehicles
called V2X (vehicle to everything) to autonomous vehicles to the
combination of the two, that is, the networks of connected autonomous
vehicles (CAV).
❑ Connected vehicles: Rather than using a phone to create a Wi-Fi hotspot
inside the vehicle, the vehicle contains the modem, and a Wi-Fi hotspot
is created by the vehicle.
❑ Autonomous vehicles: Autonomous vehicles use information from
cameras, lidar, and radar to create a 3D digital map of their
surroundings.
❑ Connected Autonomous Vehicles(CAVs): are capable of sensing and
quickly reacting to their environments via external sensors, GPS,
internet connectivity, and their connection to other vehicles and
infrastructure. 58
 CONTD…
❑ There are three technological pillars for connected autonomous driving,
namely sensing, driving, and mapping. The task of sensing is to build an
environment model with 360 degrees of awareness, for example, the
detection of obstacles and road signs.
❑ Various sensors have been utilized in CAVs, including cameras,
ultrasound, lidar, and short-range and long-range radars.
❑ To enable safe and reliable driving under various challenging road,
weather, and light conditions, different strategies with a mixture of
sensors have been chosen for CAVs.
❑ For example, Radar and lidar technology along with ultrasonic sensors
and video cameras can be used to create a 360º view of the
surroundings. The data from these sensors is aggregated and processed
at the vehicle’s central processing units. The computer-controlled
reactions will be much quicker than the human driver.
59
 CAV DEFINITION
❑ There are two levels of definitions for CAV:
✔ Basically, CAV can mean autonomous vehicles (AV) that are
connected to other vehicles and/or infrastructure. AVs are
capable of sensing the driving environment and moving safely with
little or no human control.
✔ At an advanced level, CAV also refers to the technologies and
applications centered around connected autonomous vehicles that
can collaborate with each other and infrastructure to achieve
improved road safety and efficiency compared to individual AVs
without cooperation.

60
 CAV ARCHITECTURE
❑ The CAV requirements and CCPS functions
guide and drive the design of a CAV system,
which consists of autonomous vehicles,
RSU, smart road, and also a control center.
❑ CCPS functions and thus the CAV
architecture is enabled by 6G technologies
such as THz, cell-free, and AI, etc.
❑ In return, CAV infrastructure also
facilitates the implementation and
deployment of 6G in real life. Of course,
the existing 4G and emerging 5G
technologies will also carry on to support
CAVs.
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 6G SUPPORT FOR CAV

❑ A typical CAV system, as shown in Figure, may include key components of

CAVs on roads, RSUs (equipped with communication, computing, and
traffic control devices), smart roads with intelligent materials and
sensors, and a transport control center. The RSUs will play a critical role
in collaborative mobility and computing.
❑ Unmanned Aerial Vehicles (UAVs) are applied in many scenarios to
supplement on-road vehicles. Connected unmanned aerial vehicles
(CUAVs) are also regarded as a part of a CAV system.
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