车联网：需求、架构与挑战的深度解析

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车联网综述深入探讨了这个具有巨大潜力的领域，它旨在提升道路交通的安全性、效率和娱乐性。本篇论文由Georgios Karagiannis等人撰写，于2011年第四季度发表在IEEE COMMUNICATIONS SURVEYS & TUTORIALS上，共分为五个主要部分：需求分析、网络架构、面临的挑战、标准制定以及解决方案。首先，论文介绍了车联网的基本特性，包括Vehicular Ad hoc Networks (VANET)中的V2V（车对车）通信和V2I（车对基础设施）通信，这些技术是实现自动驾驶、交通信息共享和紧急救援等应用的基础。VANET的需求多元化，涉及车辆间的信息交换、驾驶员辅助系统以及与基础设施的无缝连接。接下来，作者详细列举了与车联网相关的应用及其所引发的需求，如实时交通信息、自动驾驶协作、预防碰撞预警等。为了满足这些需求，文章讨论了面临的挑战，比如数据传输的可靠性、安全性、延迟和带宽管理等，并针对这些问题提出了潜在的解决方案。此外，论文还回顾了美国、日本和欧洲的主要智能交通系统（ITS）项目和计划，如SAE（美国汽车工程师学会）、IEEE 802.11p（Wi-Fi for Vehicle to Everything, WAVE）标准、WAVE Ad-hoc Wireless Access in Vehicular Environments (WAVE-AWVe)协议、ISO/CAJCALM（国际标准化组织/日本汽车联合会通信标准）、ARIB（日本广播协会）的智能驾驶项目等。这些项目展示了不同国家在车联网技术上的探索和发展方向。论文进一步剖析了在美国、日本和欧洲采用的车联网架构及通信协议套件，例如IntelliDrive、VII、SEVECOM、VSC（Vehicle Safety Communication）、SAFESPOT、CVIS（Cooperative Vehicle Infrastructure System）、SMARTWAY、ASV（Advanced Safety Vehicle）以及在安全相关的ITS-Safety 2010活动和eSafety项目中的应用，展示了全球范围内技术创新和标准化进程。总结来说，这篇综述为读者提供了一个全面的视角，涵盖了车联网技术从需求理解到架构设计，再到当前和过去的项目实施，以及国际标准的形成和应用。通过阅读这篇文章，研究者和从业者可以深入了解车联网的发展现状、挑战以及未来可能的发展趋势。

KARAGIANNIS et al. : VEHICULAR NETWORKING: REQUIREMENTS, ARCHITECTURES, CHALLE NGES, STANDARDS AND SOLUTIONS 589

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ITU-R

In use

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Fig. 1. DSRC frequency band speciﬁcations in Europe, North America and Japan, based on [33].

the dynamic nature of users and roadway environment. The

speciﬁcation o f the protocols has not adequately considered

that the transmitter an d receiver are in motion relative to

each other. In particular, the DSRC/WAVE standards and

the resulting radio com munication implementations need to

be reﬁned and should include measures such signal quality,

for UDP and IP-based two way transaction, an improved

services design logic, improved management of applications

and a rbitration of competing services from nearby providers.

Positioning: Positioning functionality is required, but the

speciﬁc provisioning means should not be prescribed since not

all terminals may be able to include GPS positioning system

for economic reasons. The position requirements must be

reﬁned and extended to take into account the variations under

static and dynamic environments. Furthermore, signiﬁcant

work has to be done to improve position accuracy and position

availability in all circumstances, mean ing that GPS based a nd

non-GPS based solutions should be investigated.

Security: The VII tests demonstrated that the b asic security

functions can be implemented and work in the context of the

system. However, more work has to be performed in analyzing

security threats and understand how to detect and solve such

threats and attacks. Furthermore, it is recommended that the

anonymous signing scheme be further analyzed, simulated and

implemented. The message signing and veriﬁcation strategy

for the high rate messages, such as the Heartbeat messages

should be reﬁned and analyzed to accomplish an optimal blend

for security and system throughput.

Advisory Message Delivery Services (AMDS): The AMDS

performed well during the VII POC tests, but it could be

improved to be more robust and more easy to use. It is

recommended that the system should be improved such that

it is clear how priority of messages should be interpreted in

the context of other user activities. In particular, the activation

criteria, e.g., which message is relevant, needs to be reﬁned.

Furthermore, the overall management of system in terms of

prope rly setting conﬁguration parameters and deﬁning AMDV

parameters should be reﬁned.

Probe Data Service (PDS): This service was shown to work,

but it was not clear if the huge amount of data from all vehicles

was necessary, since under most conditions, messages sent

from vehicles on the same roadway are strongly redundant.

Furtherm ore, the rules used to prevent th e availability to track

a vehicle and to maintain privacy are quite complex. It is

recommended that the probe data collected during the VII

proof of concept be analyzed and that representative models

of probe data user applications are developed to asses the

mathematically requirements on vehicle density and the scope

of the sampled vehicle p arameters. The privacy rules used for

PDS need also to be integrated in the d ata collection process,

such that it could be understood and controlled when PDS

should b e used and when not.

Vehicle Safety Communications (VSC):

The VSC

consortium speciﬁed several performance requirements

derived from the trafﬁc safety applications, see [17]. From

these requirements, the most signiﬁcant ones are: (1) safety

messages should have a maximum latency of 100 ms, (2) a

generation frequency of 10 messages per second and (3) they

should b e able to travel for a minimum range of 150 meters.

3) ITS architecture and protocol standards: This section

describes two ITS architectures.

The ﬁrst ITS architecture introduced in this section is the

one that is deﬁned by US DOT and is denoted as National

590 IEEE COMMUNICATIONS SURVEYS & TUTORIALS, VOL. 13, NO. 4, FOURTH QUARTER 2011

Fig. 2. US DOT National ITS Architecture, based on [35]

ITS Architecture [35]. National ITS Architecture reﬂects the

contribution of many members of th e ITS community in

USA, such as transportation practitioners, systems engineers,

system developers, technology specialists, consultants. It pro-

vides a common framework that can be used by the ITS

community for planning, deﬁning and integrating ITS. This

ITS architecture deﬁnes (1) the functions that are required

for ITS, e.g., gather trafﬁc information or request a route,

(2) the physical entities or subsystems where these functions

reside, e.g., the ﬁeld, the road side unit or the vehicle, (3) the

information ﬂows and data ﬂows that connect these functions

and physical subsystems together into an integrated system.

Figure 2 represents the highest level view of the transportation

and communications layers of the physical architecture. The

subsystems roughly correspond to physical elements of trans-

portation management systems and are grouped into 4 classes

(larger rectangles): Centers, Field, Vehicles and Travelers.

The second ITS architecture introduced in this section

has been speciﬁed by the VII (now IntelliDrive(sm)) project

(Figure 3).

This ITS architecture consists of the following network

entities: 1) On Board Equipment (OBE), 2) Road-Side Equip-

ment (RSE), 3) Service Delivery Node (SDN), 4) Enterprise

Network Operation Center (ENOC), 5) Certiﬁcate Authority

(CA).

WAVE is the protocol suite used by this architecture,

(Figure 4 and Figure 5 ). The protocol layers used in this

protocol suite are summarized below.

• IEEE 802.11p: speciﬁes the physical and MAC features

required such that IEEE 802.11 could work in a vehicular

environment. 802.11p deﬁnes PLME (Physical Layer

Management Entity) for physical layer management, and

MLME (MAC Layer Management Entity) for MAC layer

management.

• IEEE 802.2: speciﬁes the Logical Link Control (LLC).

• IEEE 1609.4: provides multi-channel operation that has

to be added to IEEE 802.11p.

• IEEE 1609.3: provides routing and addressing services

required at the WAVE network layer. WSMP (WAVE Short

Message Protocol) provides routing and group addressing

(via the WAVE Basic Service Set (WBSS)) to trafﬁc

safety and efﬁciency applications. It is used on both

control and service channels. The communication type

supported by WSMP is broadcast.

• IEEE 1609.2: speciﬁes the WAVE security concepts and

it deﬁnes secure message formats and their processing in

addition to the circumstan ces for using secure message

exchanges.

• IEEE 1609.1: describes an application that allows the

interaction of an OBE with limited computing resources

and complex processing running outside the OBE, in or-

der to give the impression that the application is running

on the OBE.

B. ITS Projects, architecture and standards in Japan

In July 1996, ﬁve related government bodies jointly ﬁnal-

ized a “Comprehensive Plan for ITS in Japan” [37], [38].

These government bodies are the National Police Agency

(NPA), Ministry of International Trade and Industry (MITI),

Ministry of Transport, Ministry of Posts and Telecommunica-

tions (MPT), and Ministry of Construction.

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