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Abstract—The vehicular ad hoc network (VANET) has at- also presented. MIRT estimates the bus density of each road
tracted a lot of interest recently. However, traditional VANET segment based on the bus line information for road segment
is just an instantiation of MANET in which nodes are treated selection.
equally for data delivery. We first analyze the unique features
of urban VANET that vehicles have different types, and move At last we choose a downtown area in Beijing as the simu-
as clusters due to the influence of traffic lights. Then a two tier lation area. Simulation results show significant performance
architecture called Mobile Infrastructure Based VANET (MI- improvement in packet delivery ratio and throughput. Our
VANET) is proposed. In this architecture, the buses constitute a contribution is summarized as:
mobile backbone for data delivery while the low tier is composed
• A two-tier VANET architecture MI-VANET which is
of ordinary cars and passengers. MI-VANET will not only bring
the benefit that ordinary cars do not have to forward packets more suitable for urban environment than traditional
for other nodes, but also improve the network connectivity. VANET is proposed. In MI-VANET, the buses constitute
The corresponding Mobile Infrastructure Registering (MIRG) a mobile backbone for data delivery.
and Mobile Infrastructure Routing (MIRT) algorithms are also • The corresponding register method and routing algorithm
presented. The bus line information is made full use in MIRT.
Simulation results show that there is a 40-55% improvement in for MI-VANET are also developed. The bus line infor-
delivery ratio while the throughput is even doubled compared to mation is used for transmission quality estimation in the
GPSR in traditional VANET. routing algorithm.
I. I NTRODUCTION The rest of this paper is organized as follows: The related
work is given in Section II. In section III, we analyze the
Vehicular ad hoc networks have recently received consider- unique features of urban VANET. In section IV, the new
able attention. The VANETs provides both roadside-to-vehicle architecture MI-VANET is proposed and analyzed. Then cor-
communication (RVC) and inter-vehicle communication (IVC) responding register method and routing algorithm for MI-
capability. IVC works like a multi-hop mobile ad hoc network VANET are described in Section V. Section VI presents
(MANET) with its own unique characteristics. simulation settings and results. Finally, conclusions and future
In traditional VANET architectures, nodes are all treated works are summarized in section VII.
equally and may participate in packet forwarding. However,
vehicles are different in reality. Some vehicles are not willing II. R ELATED W ORK
to forward packets for others, and their wireless devices might Wireless network architecture has attracted a lot of interest.
be shut down by the driver at any time. While the buses are In [1], CF Huang proposed a two-tier architecture for MANET.
much easier to manage by the bus company to provide contin- The goal of this architecture is to support Internet access,
uous service. Another unique feature of urban VANETs is that and the high tier nodes are no different from the others
traffic lights have great influence on the vehicle movement, so except they have extra network interface connecting to the
vehicles are moving like clusters. These features should be cellular/infrastructure network.
considered in the VANET architecture design. Our proposed architecture is somehow like a Wireless Mesh
Considering the unique features of urban VANETs, a two- Networks (WMNs) [2]. A WMNs consist of mesh routers and
tier architecture called Mobile Infrastructure Based VANET mesh clients, where mesh routers have minimal mobility and
(MI-VANET) is proposed in this paper. In MI-VANET ar- form the backbone of WMNs. Different from WMS, the high
chitecture, the buses constitute a mobile backbone for data tier nodes in MI-VANET can also move with a high speed.
delivery, and the low tier is composed by ordinary cars and To deal with the rapidly changing network topology, many
passengers. MI-VANET will not only bring the benefit that routing techniques for VANET are based on location informa-
ordinary cars do not have to forward packets for other nodes, tion. One famous strategy is GPSR [3]. GPSR selects the node
but also improve the network connectivity. The correspond- that is the closest to the destination among the neighboring
ing Mobile Infrastructure Registering (MIRG) and Mobile nodes one-hop away. When local maximum occurs, the algo-
Infrastructure Routing (MIRT) algorithms for MI-VANET are rithm recovers by routing around the perimeter of the region.
Due to local maximums are common in urban VANETs, GPSR
This work is co-supported by the National Key Basic Research Program of
China (No. 2009CB320504) and the National Key Technology R&D Program seems not the best choice. Some other routing protocols for
of China (No. 2008BAH37B09) VANETs have also been proposed. One example is GyTAR
In urban VANET, traffic lights have great influence on the IV. A RCHITECTURE
vehicle movement. Red traffic light at junction stops vehicles Traditional VANET is an instantiation of MANETs where
from approaching, which is an important factor to network nodes are treated equally. On the contrary, in MI-VANET,
disconnection. When the traffic light turns green, stopped the mobile infrastructure including buses and other public
vehicles will continue to move and those moving in the same transports constitute the backbone of the networks to provide
direction will be close to each other like a cluster. The nodes services for other vehicles and passengers. MI-VANET is
in the same cluster often have a much longer connection time somehow like a mesh network, but the mobile infrastructures
than road side units, because they have a high probability to are moving much more rapidly than mesh routers.
move with the similar patterns. A simple experiment has been
taken in a normal street in Beijing to know the connection time
A. Traditional Vehicular Ad Hoc Networks
feature. In this experiment, two vehicles moving in the same
direction are used, one is an ordinary car and the other is a bus. In the traditional VANETs, when a node wants to send a
To know their connection time, the car is 300m behind the bus message, all the nodes may participate in the data forwarding
at the beginning. After about 350 seconds, the car is 250m in according to the routing algorithm. Figure 3 shows a possible
front of the bus. Figure 1 shows their distance variation. If route example of message delivery.
Fig. 5. (a) Uniformly distributed vehicles (b) Vehicle moves like clusters
Lj
Nj = fi,j ∗
X i Figure 6 shows an example of how the next road segment
i
is selected. Once a bus receives a message from vehicle S, it
1, bus line i contains road j (1) checks the route table. Considering the distance and expected
fi,j = number of buses, the road segment with shadow will be chosen
0, bus line i doesn’t contain road j (2)
as the next road segment.
N
So the density of buses on the road segment j is Ljj . When the next road segment is determined, the improved
Suppose when the density of buses on the road segment is greedy forwarding strategy can be used to forward packets
high enough to reach a constant number D (which we choose on the road segment. Each bus maintains a neighbor table in
D = R22 in our simulation), the transmission quality on this which position, velocity and direction of each neighbor bus
road segment is rather high. And the hop count Cj on this are recorded. This table is updated through beacon messages
road segment can be estimated by: exchanged periodically. Thus, when a packet is received, the
Lj Nj forwarding bus computes the new predicted position of each
Cj = ,( > D)
R2 Lj neighbor, and then greedily selects the next hop neighbor.
VI. P ERFORMANCE E VALUATION
A. Simulation Model
In our experiments we use version 2.32 of the ns-2 simula-
tor. The simulated area is based on a real map from Southern
Beijing with a 1700m*1000m size, as shown in figure 2.
The vehicle movement trace is generated by VanetMobiSim,
which is a well known and validated traffic generator. Other
Fig. 8. Throughput of networks with 200 nodes
simulation parameters are listed in TABLE 1.
TABLE I To compare the throughput, we randomly select 50 com-
SIMULATION PARAMETERS
munication pairs. Each source node generates CBR traffic
for a period of 600 seconds with the sending rate from
Parameter Value 5kb/s to 30kb/s. As shown in figure 8, the throughput of
R1 150m
R2 400m
MI-VANET MIRT outperforms all the other protocols. The
bandwidth for both channel 2Mb throughput of MI-VANET MIRT is about twice that of VANET
beacon inerval 1.0s MIRT, the main reason is that the buses have another channel
Vehicle velocity 0-30m/s for transmission and has a larger communication range. In
Number of nodes 100-250
The bus percent 20% addition, the packet control overhead of MI-VANET MIRT is
TTL 32 small, because only the buses have to send beacon packets.
Packet size 512bytes
CBR data rate 128bytes/s VII. C ONCLUSION
Simulation time 600s In this paper, we have analyzed the unique features of urban
VANETs and proposed a two-tier VANET architecture called
Mobile Infrastructure Based VANET (MI-VANET). In MI-
We compare the performance of MIRT in MI-VANET
VANET architecture, the buses constitute a mobile backbone
architecture with GPSR in traditional VANET in both delivery
for data delivery, and the low tier is constituted by ordinary
ratio and throughput. Additionally, we also simulate MIRT
cars and passengers. MI-VANET will not only bring the
in traditional VANET called VANET MIRT and GPSR. In
benefit that ordinary cars do not have to forward packets
VANET MIRT, the route selection is the same as MI-VANET
for the others, but also improve the network connectivity.
MIRT. But different from MI-VANET, vehicles are equally in
Then the corresponding register method (MIRG) and routing
VANET MIRT, which means bus has only one interface and
algorithm (MIRT) for MI-VANET are also introduced. MIRT
all nodes are participating in packet forwarding.
is a geographical routing using the map topology and the bus
B. Simulation Results line information to facilitate route selection. Additionally, the
algorithmic complexity of MIRT is low.
In the simulation study, we demonstrate that our proposed
architecture with MIRT outperforms much better than GPSR
and VANET MIRT in terms of packet delivery ratio and
throughput.
As the future work, we will incorporate more realistic
factors into the protocol design for MI-VANET, such as the
real time or the history information of vehicle traffic.
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