Vehicle to Vehicle Communication using Bluetooth and GPS.

A
Project Report
(Project-II)
On
Vehicle to Vehicle Wireless
Communication Using Bluetooth and
GPS
By
Gurav Mayur Nandkishor (2014015400485481)
Wadekar Mayur Subhash (2014015400485507)
Rajput Sagar Dnyaneshwar (2013015400364142)
Musaddik Ahmed Shaikh (2012015400386241)
Department of Information Technology
The Shirpur Education Society’s
R. C. Patel Institute of Technology, Shirpur
Maharashtra State, India
2016-17

A
Project Report
(Project-II)
On
Vehicle to Vehicle Wireless Communication Using
Bluetooth and GPS
In partial fulﬁllment of requirement for the degree of
Bachelor of Engineering
in
Information Technology
Submitted By
Under the Guidance of
Prof. V. D. Punjabi
The Shirpur Education Society’s
R. C. Patel Institute of Technology, Shirpur
2016-17

SES’s R. C. Patel Institute of Technology, Shirpur
CERTIFICATE
This is to certify that the project report (Project-II) entitled “Vehicle to Vehicle
Wireless Communication Using Bluetooth and GPS ” has been carried out
by team:
under the guidance of Prof. V. D. Punjabi in partial fulﬁllment of the requirement
for the degree of Bachelor of Engineering in Information Technology of North Maha-
rashtra University, Jalgaon during the academic year 2016-17.
Date:
Place: Shirpur
Prof. V. D. Punjabi Prof. T. M. Pattewar
Guide Project Coordinator
Prof. D. R. Patil Prof. Dr. J. B. Patil
H. O .D External Principal

Acknowledgment
No volume of words is enough to express my gratitude towards my guide, Prof.
V. D. Punjabi, in Information Technology Department, who has been very concerned
and have aided for all the material essential for the preparation of this work. He has
helped me to explore this vast topic in an organized manner and provided me with
all the ideas on how to work towards a research oriented venture.
We wish to express our sincere gratitude towards Project Coordinator Prof. T.
M. Pattewar for his timely suggestions and instructions.
We are also thankful to Prof. D. R. Patil, Head of Department, Information
Technology, for the motivation and inspiration that triggered me for the project work.
We are thankful to Prof. Dr. J. B. Patil, Principal, R. C. P. I. T., Shirpur for
the support and encouragement.
Gurav Mayur Nandkishor
Wadekar Mayur Subhash
Rajput Sagar Dnyaneshwar
Musaddik Ahmed Shaikh

ABSTRACT
PREDICTION BASED AUTHENTICATION FOR VEHICLE TO
VEHICLE COMMUNICATIONS
Every one now a days need to have a guarantee of safer transport.Car communication
system can help to get it. The main motivation for car communication systems is
safety and eliminating the excessive cost of traffic collisions.Road accidents account
for a severe threat to human lives from both an injury as well as a financial perspec-
tive. Given that vehicles are designed to facilitate a smooth means of transportation,
manufacturers have long been in the process of designing vehicles based on principles
of reliability and safety. Vehicular communication networks will provide a wide range
of applications with different characteristics. As these networks have not yet been
implemented, a list of such applications is speculative and apt to change in the future
(However safety, which is the main purpose of these networks, will most probably
remain the most important applications).Vehicular networks, broadcast communica-
tions are critically important, as many safety-related applications rely on single-hop
beacon messages broadcast to neighbor vehicles. However, it becomes a challeng-
ing problem to design a broadcast authentication scheme for secure vehicle-to-vehicle
communications. Especially when a large number of beacons arrive in a short time,
vehicles are vulnerable to computation-based Denial of Service (DoS) attacks that ex-
cessive signature verification exhausts their computational resources. In this project,
we propose an efficient broadcast authentication scheme called Prediction-Based Au-
thentication (PBA) to not only defend against computation-based DoS attacks, but
also resist packet losses caused by high mobility of vehicles. In contrast to most ex-
isting authentication schemes, our PBA is an efficient and lightweight scheme since
it is primarily built on symmetric cryptography.
i

Contents
List of Abbreviations v
List of Figures vi
List of Tables vii
1 INTRODUCTION 1
1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Need Of New System . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.3 Presently Available Systems For The Same . . . . . . . . . . . . . . . 5
1.4 Detailed Problem Definition . . . . . . . . . . . . . . . . . . . . . . . 5
1.5 Modules of the system . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.5.1 Designing the system . . . . . . . . . . . . . . . . . . . . . . . 6
1.5.2 Getting GPS coordinate and send them to module . . . . . . . 7
1.5.3 Server side programming . . . . . . . . . . . . . . . . . . . . . 7
1.6 Future Prospect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2 LITERATURE SURVEY 9
2.1 Intelligent Transportation Systems Approach . . . . . . . . . . . . . 9
2.2 Implementation and Performance Measurement of a V2X Communi-
cation Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3 An Efficient Identity-based Batch Verification Approach . . . . . . . 10
2.4 Motivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.5 Problem Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
ii

3 SYSTEM DEVELOPMENT 13
3.1 Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.2 Introduction to Proposed System . . . . . . . . . . . . . . . . . . . . 14
3.2.1 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.3 System Modeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.3.1 Need of System Modeling . . . . . . . . . . . . . . . . . . . . 16
3.4 Robotics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.4.1 Source Of Power . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.4.2 Logic Of Movement . . . . . . . . . . . . . . . . . . . . . . . . 17
3.4.3 Robotic Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.5 Component of System . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.5.1 Arduino UNO . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.5.2 GPS Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.5.3 GPS Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.5.4 LCD Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.5.5 Bluetooth Transmitter . . . . . . . . . . . . . . . . . . . . . . 24
3.5.6 Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.5.7 Joystick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.6 Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
3.7 Overview of Embedded System and Requirements . . . . . . . . . . . 30
3.7.1 Programming Language and Development Tools Used . . . . 31
3.7.2 Hardware and Software Requirements . . . . . . . . . . . . . . 32
3.8 GUI Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4 PERFORMANCE ANALYSIS 35
4.1 Performance Analysis of Previous Work . . . . . . . . . . . . . . . . . 35
4.2 Experimental Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.3 Performance Analysis for GPS Accuracy . . . . . . . . . . . . . . . . 39
5 CONCLUSIONS 41
5.1 Conclusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
5.2 Future Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
iii

5.3 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
5.3.1 Alert in case of Accidents . . . . . . . . . . . . . . . . . . . . 42
5.3.2 Alert in case of abnormally slow the traﬃc . . . . . . . . . . . 42
5.3.3 Collaborative Driving . . . . . . . . . . . . . . . . . . . . . . . 43
5.3.4 Parking Management . . . . . . . . . . . . . . . . . . . . . . . 43
BIBLIOGRAPHY 44
iv

List of Abbreviations
s
GPS : Global Positioning System
VANET : Vehicular Ad hoc Network
OBU : On Board Unit
DSRC : Dedicated Short Range Communication
VSN : Vehicular Sensor Network
V2I : Vehicular to Infrasructure
RSU : Road Side Unit
AV : Abnormal Vehicle
DOS : Denial of Service
PBA : Prediction Based Authentication
v

List of Figures
1.1 Traﬃc Problem Faced By People . . . . . . . . . . . . . . . . . . . . 2
1.2 Vehicular ad hoc networks(VANETs) Architecture . . . . . . . . . . . 3
1.3 System Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.4 System components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.1 Vehicle Robot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.2 Arduino UNO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.3 GPS Reciever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.4 GPS Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.5 LCD Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3.6 Bluetooth Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.7 Joystick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.8 Architecture of Vehicle to Vehicle Communication . . . . . . . . . . . 28
3.9 A Typical Embedded System . . . . . . . . . . . . . . . . . . . . . . 31
3.10 Connection establishment . . . . . . . . . . . . . . . . . . . . . . . . 33
3.11 sending and receiving coordinates . . . . . . . . . . . . . . . . . . . . 33
3.12 Alert the Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
4.1 comparision between wireless technology . . . . . . . . . . . . . . . . 36
4.3 GPS SPS 95 Horizontal Accuracy Trends at Selected IGS Sites . . . . 40
4.4 GPS SPS 95 Vertical Accuracy Trends at Selected IGS Sites . . . . . 40
vi

List of Tables
4.1 Rating vulnerability characteristics of communication technologies for
emergency transportation operations . . . . . . . . . . . . . . . . . . 36
4.2 Comparison Between 802.11/a/c/c Standard . . . . . . . . . . . . . . 39
vii

Chapter 1
INTRODUCTION
1.1 Introduction
Every one now a days need to have a guarantee of safer transport. Car communica-
tion system can help to get it. The main motivation for car communication systems
is safety and eliminating the excessive cost of traffic collisions. According to World
Health Organizations (WHO), road accidents annually cause approximately 1.2 mil-
lion deaths worldwide; one fourth of all deaths caused by injury. Also about 50
million persons are injured in traffic accidents. If preventive measures are not taken
road death is likely to become the third-leading cause of death in 2020 from ninth
place in 1990. Bluetooth technology is the best and cheapest way to avoid accidents
between two vehicles. Everyone is aware of the Bluetooth technology which has good
range for communication. Two or more vehicles communicate with each other when
they come in the range of WiFi [1].
Through Bluetooth technology we can warn the vehicles to be aware of surround-
ing vehicles so that accident won’t happen. Car communication networks will provide
a wide range of applications with different characteristics. As these networks have
not yet been implemented, a list of such applications is speculative and apt to change
in the future (However safety, which is the main purpose of these networks, will most
probably remain the most important applications). Furthermore some of these ap-
plications require technologies that are not available now. Ultimately we would like
to delegate the full handling control of our cars to the vehicles themselves; somewhat
1

Figure 1.1: Traffic Problem Faced By People
similar to autopilot. The classifications of applications are not unique and many
institutions involved in intelligent transportation systems propose their own set of
applications and classifications [2].
Around 1-2 millions accidents happened every year because of lack of communi-
cation between vehicles. So we are going to make an android app which will help
to reduce these numbers by providing better communication between vehicles. Our
app uses GPS technology to get location of vehicle. All the vehicles will know each
others location and respective vehicle will get threat notification when other vehicle
is at short distance.
Vehicular ad hoc networks (VANETs) have recently attracted extensive attentions
as a promising approach to enhancing road safety, as well as improving driving experi-
ence. By using a Dedicated Short-Range Communications (DSRC)technique, vehicles
equipped with wireless On-Board Units (OBUs) can communicate with other vehicles
and fixed infrastructure, e.g., Road-Side Units (RSUs), located at critical points of
the road. Therefore, Vehicle-to-Vehicle (V2V) and Vehicle-to-Infrastructure (V2I)
communications are regarded as two basic types of communications in VANETs.
Once VANETs become available, numerous safe, commercial and convenient ser-
vices can be deployed through a variety of vehicular applications. These applications
2

Figure 1.2: Vehicular ad hoc networks(VANETs) Architecture
mostly rely on vehicles OBUs to broadcast outgoing beacon messages and validate
incoming ones. The broadcast beacons often contain information about position,
current time, speed, direction, driving status, etc. For example, by frequently broad-
casting and receiving beacons, drivers are better aware of obstacles and collision
scenarios. They may act early to avoid any possible damage, or to assign a new
route in case of a traffic accident in the existing route. However, before implementing
these attractive applications, particularly safety-related ones, In this project must
first address and resolve VANET-related security issues [10].
To secure vehicular networks, an authentication scheme is indispensable to ensure
messages are sent by legitimate vehicles and not altered during transmissions. Oth-
erwise, an attacker can easily disrupt the normal function of VANETs by injecting
bogus messages. Therefore, vehicles should broadcast each message with a digital
signature. However, the current VANET signature standard using Elliptic Curve
Digital Signature Algorithm (ECDSA) would cause high computational overhead on
the standard OBU hardware, which has limited resources for cost constraints. Prior
work has shown that one ECDSA signature verification requires 20 milliseconds on a
typical OBU with a 400 MHz processor. When a large number of signed messages are
received in a short time period, an OBU cannot process them before their dedicated
deadline.
3

This project define attack as computation-based DoS attacks. Even without any
malice, the computation-based DoS attacks can be easily initiated in a high-density
traffic scenario. For example, when traffic-related messages (beacons) are sent 10
times per second as suggested by the DSRC protocol,a vehicle is overwhelmed with
more than five neighbors within its radio range. To defend against such attacks,
most existing schemes make use of the technology of identity-based batch verification
or aggregate signature built on asymmetric cryptography to improve the efficiency
of verification. In their schemes, the computational cost is mainly dominated by a
few operations of pairing and a number of operations of point multiplication over
the elliptic curve. It is affordable for RSUs, but expensive for OBUs to verify the
messages. Furthermore, if attackers inject false beacons, the receiver is hard to locate
them so that these schemes are also vulnerable to the computationbased DoS attacks.
Therefore, designing an effective authentication scheme under high-density traffic
scenarios is a big challenge for V2V communications [10].
1.2 Need Of New System
Now, In this project are using google maps where that can check location but not
others so there is lack of such systems which can determine the location of other ve-
hicle. application can determine incoming vehicles location and notify us accordingly
also android phones are everywhere and easily accesisble by everyone. In short this
system (android app) is free to use and easily accesible, allowing us to reduce the
number of accidents by providing accurate threat warning.
This System are using for vehicle to vehicle communication is advanced Bluetooth
communication system between vehicles. As mentioned earlier IR sensor or Ultrasonic
sensor systems are very unreliable also RFID has short range and GPS technology is
not accurate bwithin short range communication and it is costly so Bluetooth is the
best technology to communicate with other vehicles. Bluetooth technology gives us
range of connectivity within 100-200 mtrs which is sufficient to notify users to be safe.
When vehicles come in range of each other they get automatically connected to each
other as we are using two Bluetooth modules for each vehicle to send and receive data.
4

This system is highly recommended as it can send other information also ex- type of
car approaching. Wifi technology is very cheap and effective for communication [6].
1.3 Presently Available Systems For The Same
Vehicle to vehicle communication systems are already there in the market but they
are less safe and reliable as compare to our system.
Presently available systems like obstacle detection using IR sensors, communica-
tion through RFID but they are less safer as we mentioned because IR sensors work
when obstacle (vehicle) are in front of IR sensor but this system is highly danger-
ous when vehicle is coming towards each other by 90 degree more or less then it
won’t detect the incoming vehicle and can cause accidents.This our project system as
compared to available system it is more efficient,secure,reliable and scalable [7].
Also RFID system is outdated as it has very short range connectivity as compare
to Bluetooth technology and it is very hard to get connection through RFID. Other
system like GSM are also used but they are not accurate within short range also both
it is costly as compare to Bluetooth technology [1].
1.4 Detailed Problem Definition
Vehicles which will use our app will be the part of our system. GPS co-ordinates
of every vehicle will go to the server and everyone will know it’s nearby vehicles’
positions. If the distance between GPS coordinates goes beyond the threshold then
respective vehicle will be notified accordingly. To use this system you must install
the app otherwise you wont be part of the system [4].
5

Figure 1.3: System Architecture
1.5 Modules of the system
A module is a software component or part of a program that contains one or more
routines. One or more independently developed modules make up a program. An
enterprise-level software application may contain several different modules, and each
module serves unique and separate business operations.
Modules make a programmer’s job easy by allowing the programmer to focus on
only one area of the functionality of the software application. Modules are typically
incorporated into the program (software) through interfaces.
This Project introduce three modules of V2V communication system.
1.5.1 Designing the system
• Realize on dedicated short range communication(DSRC) in the 5.9 Ghz band
set aside by the FCC.
• Enables real time exchange of basics anonymous speed and location data be-
tween vehicles and ultimately with infrastructure(V2I), consumer devices [1].
• Provider crash avoidance capability between cars, buses, trucks and even mo-
torcycles, bikes, traffic signals and other infrastructure.
• Cheaper and more effective than vehicle based safety systems that only see their
immediate vicinity [4].
6

Figure 1.4: System components
1.5.2 Getting GPS coordinate and send them to module
• Vehicle to vehicle communication system becomes very important now a days.
Especially, for detecting the vehicles if you have GPS system installed in your
vehicle you can detect vehicle location.
• GPS coordinate are the value of locations. This system is very eﬃcient for
outdoor application.
1.5.3 Server side programming
• Server side is often used to provide a customize interface for the user. These
scripts may assemble client characteristics for used in customizing the response
based on those characteristics.
• When the server service data in commonly used manner. For example, according
to the HTTP or FTP protocols [3].
• Program that run on user local computer without ever sending or receiving data
over network are not consider client.
7

1.6 Future Prospect
This method is usedful for V2V communications, this project propose an effective,
efficient and scalable broadcast authentication scheme to provide both computation-
based DoS attacks resilient and packet losses resilient in VANETs. Moreover, PBA
has the advantage of fast verification by leveraging the predictability of beacons for
single-hop relevant applications. To defend against memory-based DoS attacks, PBA
only keeps shortened MACs of signatures to reduce the storage overhead. This project
will address how to satisfy both security and privacy requirements in the future work
[7,9].
• Vehical safety historically focused on protecting occupant after crash,influincing
driver behaviour.
• Next safety revolution seen using technology to prevent crashes from happening
in the first place.
• The national highway traffic safety administration(NHTSA) estimate that V2V
communication could address up to present of all unipaired crashes.
8

Chapter 2
LITERATURE SURVEY
Using vehicle-to-vehicle (V2V) communication, a vehicle can detect the position and
movement of other vehicles up to a quarter of a kilometer away. In a real world where
vehicles are equipped with a simple antenna, a computer chip and GPS (Global
Positioning System) Technology, your car will know where the other vehicles are,
additionally other vehicles will Know where you are too whether it is in blind spots,
stopped ahead on the highway but hidden from view, around a blind corner or blocked
by other vehicles. The vehicles can anticipate and react to changing driving situations
and then instantly warn the drivers with emergency warning messages. If the driver
doesnt respond to the alerts message, the vehicle can bring itself to a safe stop,
avoiding a collision.
2.1 Intelligent Transportation Systems Approach
Kashif Naseer Qureshi et al. With the advancement and wide deployment of wire-
less communication technologies, car manufactures and telecommunication industries
recently gear up to equip each vehicle with wireless devices that allow vehicles to
communicate with each other as well as with the roadside infrastructure in order to
enhance driving safety and improve drivers driving experiences [1]. Such vehicular
communication networks, which are also referred to as Vehicular Ad Hoc Networks
(VANETs), inherently provide us a perfect way to collect dynamic traﬃc informa-
tion and sense various physical quantities related to traﬃc distribution with very low
9

cost and high accuracy. Such functionalities simply turn a VANET into a Vehicular
Sensor Network (VSN) [2], which is considered essential for achieving automatic and
dynamic information collection and fusion in an Intelligent Transportation System
(ITS) [3,8].
2.2 Implementation and Performance Measurement
of a V2X Communication Approach
Jun-Dong Chang et al. The dedicated short range communication (DSRC)/wireless
access for vehicular environment (WAVE) together with the fourth generation-long
term evolution (LTE) technologies have been widely accepted as the most promising
approaches to enhance the transportation safety. As the pedestrians are still protected
based on traditional honking approach, the communication based safety alert is still
questionable in the practical usage[3]. In this paper, a DSRC/LTE/Wi-Fi based
vehicular system is developed to support the vehicle-to-vehicle (V2V) and vehicle-
to-pedestrian (V2P) communication for the safety of vehicles and pedestrians. The
implementation of heterogeneous V2V/V2P communication module is based on an
IEEE 802.11a compliant communication module, integrated with the LTE module
and Wi-Fi wireless interface[3].
2.3 An Efficient Identity-based Batch Verification
Approach
Y. Jiang,M. Shi et al. Vehicular Sensor Networks (VSNs) have emerged as a new ap-
plication scenario that is envisioned to revolutionize the human driving experiences
and traffic flow control systems. To avoid any possible malicious attack and resource
abuse, employing a digital signature scheme is widely recognized as the most effec-
tive approach for VSNs to achieve authentication, integrity, and validity. However,
when the number of signatures received by a Roadside Unit (RSU) becomes large, a
scalability problem emerges immediately, where the RSU could be difficult to sequen-
10

tially verify each received signature within 300 ms interval according to the current
Dedicated Short Range Communications (DSRC) broadcast protocol[4].
2.4 Motivation
The Vehicle Alert System (VAS) is a platform for research in the areas of cooperating
embedded systems, vehicular ad-hoc networks (VANETs), wireless sensor networks
and wireless digital communication. VAS aims at using vehicle-to-vehicle (V2V)
cooperative communications to provide different types of warning messages in a timely
and reliable fashion[6].
2.5 Problem Definition
The V2V poses challenging and interesting problems on several levels. At the appli-
cation layer the system must be able to handle heterogeneous nodes in secure and
scalable ways. Specific sub-goals include:
• Develop a system architecture that takes into account the roles of infrastructure
versus vehicles as carriers, interpreters and goal driven controllers of informa-
tion.
• Find methods for modeling, prioritizing and handling situational information
and decision making in a scalable way, even in overload situations.
• Enable cooperation between autonomous nodes with multiple, possibly conflict-
ing, control goals.
At the network level, we are faced with problems due to high vehicle mobility.
Scheduling of messages must be done according to their importance levels and timing
requirements. Specific sub-goals include:
• Develop protocols and methods that are able to handle highly dynamic envi-
ronments and that enable fast connection setup and instant delivery of critical
data.
11

• Investigate how to take a joint approach to connection setup methods, medium
access control and schemes to handle base station access (V2I) and/or routing
in ad-hoc networks (V2V).
12

Chapter 3
SYSTEM DEVELOPMENT
3.1 Methodology
This chapter describes the development of the system.V2V architectures can be found
in the different research papers. But generally these systems consist of the same key
components, on the basis of which a general framework can be defined. Such an
architecture framework was defined by USDOTs ITS Joint Program Office. The
minimal V2I system should contain the following parts:
Vehicle On-Board Unit or Equipment (OBU or OBE)
Roadside Unit or Equipment (RSU or RSE)
Safe Communication Channel
The OBUs are the vehicle side of the V2I system. Practically the same physical
device as for the V2V communication. In this document, references to the OBUs are
used to describe the functions performed within the vehicle in addition to the radio
transmission element. An OBU is logically composed of a radio transceiver (typically
DSRC), a GPS system, an applications processor and interfaces to vehicle systems
and the vehicles human machine interface (HMI). OBUs provide the communications
both between the vehicles and the RSUs and between the vehicle and other nearby
vehicles. The OBUs may regularly transmit status messages to other OBUs to support
safety applications between vehicles. At intervals, the OBUs may also gather data to
support public applications. The OBUs will accommodate storage of many snapshots
of data, depending upon its memory and communications capacity. After some period
13

of time, the oldest data is overwritten. The OBUs also assemble vehicle data together
with GPS data as a series of snapshots for transmission to the RSU [3].
RSUs may be mounted at interchanges, intersections, and other locations (e.g.
petrol stations) providing the interface to vehicles within their range. An RSU is
composed of a radio transceiver (typically DSRC or WAVE), an application pro-
cessor, and interface to the V2I communications network. It also has a GPS unit
attached. Through an additional interface, it may support local infrastructure safety
applications. The RSU is connected to the V2I communications network. Using its
interface to the V2I communications network, it can send private data to and from
the OEMs. The RSU may also manage the prioritization of messages to and from the
vehicle. Although the OBU has priorities set within its applications, prioritization
must also be set within the RSU to ensure that available bandwidth is not exceeded.
Local and vehicle-to-vehicle safety applications have the highest priority; messages
associated with various public and private network applications have lower priority.
Entertainment messages will likely have the lowest priority [8].
3.2 Introduction to Proposed System
Every one now a days need to have a guarantee of safer transport.Car communication
system can help to get it. The main motivation for car communication systems is
safety and eliminating the excessive cost of traﬃc collisions.Road accidents account
for a severe threat to human lives from both an injury as well as a ﬁnancial perspec-
tive. Given that vehicles are designed to facilitate a smooth means of transportation,
manufacturers have long been in the process of designing vehicles based on principles
of reliability and safety.
A vehicle can become an abnormal vehicle (AV) due to its own mechanical failure
or due to unexpected road hazards. A vehicle can also become an AV by reacting
to other AVs nearby. Once an AV resumes it regular movement, the vehicle is said
no longer an AV and it returns back to the normal state. In general, the abnormal
behavior of a vehicle can be detected using various sensors within the vehicle. Ex-
actly how normal and abnormal statuses of vehicles are detected is beyond the scope
14

of this paper. We assume that a vehicle controller can automatically monitor the
vehicle dynamics and activate the collision warning communication module when it
enters an abnormal state.System we are using for vehicle to vehicle communication
is advanced Bluetooth communication system between vehicles. As mentioned ear-
lier IR sensor or Ultrasonic sensor systems are very unreliable also RFID has short
range and GPS technology is not accurate within short range communication and
it is costly so Bluetooth is the best technology to communicate with other vehicles
Bluetooth technology gives us range of connectivity within 100-200 mtrs which is
sufficient to notify users to be safe. When vehicles come in range of each other they
get automatically connected to each other as we are using two Bluetooth modules
for each vehicle to send and receive data.This system is highly recommended as it
can send other information also ex- type of car approaching.Bluetooth technology is
very cheap and effective for communication. Products that implement the Bluetooth
specification can facilitate automatic establishment of a connection between the cars
hands-free system (typically part of its audio system) [1].
3.2.1 Objectives
A vehicle-to-vehicle communication protocol for cooperative collision warning. Emerg-
ing wireless technologies for vehicle to vehicle (V2V) communications are promising
to dramatically reduce the number of fatal roadway accidents by providing early
warnings.
• To implementing this system behind the main goal to avoid road accidents.
• To implement a system that also helpful for to minimized traffic congestion
problems.
• This System is also helpful for taking certain action on vehicle by obtaining
collision warning alarm.
• This system also apply anti breaking when to deaccelerate required.
15

3.3 System Modeling
A modeling language is any artificial language that can be used to express information
or knowledge or systems in a structure that is defined by a consistent set of rules.
The rules are used for interpretation of the meaning of components in the structure.
Systems design is the process of defining the architecture, components, modules,
interfaces, and data for a system to satisfy specified requirements. Systems design
could be seen as the application of systems theory to product development. There
is some overlap with the disciplines of systems analysis, systems architecture and
systems engineering. Systems modeling or system modeling is the interdisciplinary
study of the use of models to conceptualize and construct systems in business and IT
development [5].
3.3.1 Need of System Modeling
System Modeling gives the overall modeling of our project phases. It is required
for converting our requirement into the design we must have effective modeling. A
vehicle-to-vehicle communication protocol for cooperative collision warning. Emerg-
warnings. For V2V communications, this project propose an effective, efficient and
scalable broadcast authentication scheme to provide both computation-based DoS
attacks resilient and packet losses resilient in VANETs. Vehicular communication
networks will provide a wide range of applications with different characteristics. As
these networks have not yet been implemented, a list of such applications is specula-
tive and apt to change in the future (However safety, which is the main purpose of
these networks, will most probably remain the most important applications) [2,5,8].
3.4 Robotics
Robots have revolutionized the manufacturing industry by increasing the production
rate and improving accuracy in production. Robots are being used in a variety of
16

production units, especially automotive units, for carrying out drilling, welding, bolt
tightening, etc.
In the initial stages of development of Robotics, it was defined as ”a mulitpur-
pose machine incorporating a memory and a mechanism intended to execute various
functions automatically, thereby substituting for human manpower.”
Almost all robots are comprised of a movable body, wheels operated by motors,
and parts which can be moved made of plastic or metal. The sections are coupled
together with joints. Solenoids and electric motors are used as actuators to operate
the robots, while hydraulic and pneumatic systems are also utilized for this purpose.
A combination of all these systems is also used.
3.4.1 Source Of Power
Actuators are driven by a source of power, which can be either a battery or electric
power. A pump is utilized to pressurize the hydraulic fluid, while compressed air
tanks or air compressors are used for hydraulic or pneumatic robots.
3.4.2 Logic Of Movement
Logic of movement, which is the capability to observe its own activity, is present
in all robots. A LED is located on one surface of the wheel, through which a ray of
light passes through openings to a sensor placed on the adjacent side of the wheel.
Movement of the wheel occurs when a joint is moved by the robot. As the wheel
rotates, the rays of light are broken by the openings. The sensor understands the
outline of the light, and passes the information to a computer, which can access the
movements of joints based on the outline [5].
3.4.3 Robotic Arm
The robotic arm is a robot utilized in the production of parts. It consists of several
sections connected together by linkages. Motors coupled with joints are revolved
by computers. The robotic arm is traveled specifically in a designed pattern, with
sensors ensuring that all movements are exactly of the similar pattern. Some robots
17

have an end eﬀector in the shape of a human hand, which can hold and move various
items from one place to another. Pressure sensors are incorporated in the robotic
hands, which can access the holding pressure of the items and increase or decrease
this pressure according to the operational requirement.
Figure 3.1: Vehicle Robot
3.5 Component of System
• Arduino UNO
• GPS Receiver
• GPS Antena
• LCD Display
• Bluetooth Transmitter
18

• Power Supply
• Joystick
3.5.1 Arduino UNO
Arduino is an open source, computer hardware and software company, project, and
user community that designs and manufactures microcontroller kits for building dig-
ital devices and interactive objects that can sense and control objects in the physical
world. The project’s products are distributed as open-source hardware and software,
which are licensed under the GNU Lesser General Public License (LGPL) or the GNU
General Public License (GPL),[1] permitting the manufacture of Arduino boards and
software distribution by anyone. Arduino boards are available commercially in pre-
assembled form, or as do-it-yourself kits.
Arduino board designs use a variety of microprocessors and controllers. The
boards are equipped with sets of digital and analog input/output (I/O) pins that may
be interfaced to various expansion boards (shields) and other circuits. The boards fea-
ture serial communications interfaces, including Universal Serial Bus (USB) on some
models, which are also used for loading programs from personal computers. The
microcontrollers are typically programmed using a dialect of features from the pro-
gramming languages C and C++. In addition to using traditional compiler toolchains,
the Arduino project provides an integrated development environment (IDE) based on
the Processing language project.
The Arduino project provides the Arduino integrated development environment
(IDE), which is a cross-platform application written in the programming language
Java. It originated from the IDE for the languages Processing and Wiring. It includes
a code editor with features such as text cutting and pasting, searching and replacing
text, automatic indenting, brace matching, and syntax highlighting, and provides
simple one-click mechanisms to compile and upload programs to an Arduino board.
It also contains a message area, a text console, a toolbar with buttons for common
functions and a hierarchy of operation menus.
19

Figure 3.2: Arduino UNO
3.5.2 GPS Receiver
The Global Positioning System (GPS) is a space-based radionavigation system owned
by the United States government and operated by the United States Air Force. It is
a global navigation satellite system that provides geolocation and time information
to a GPS receiver anywhere on or near the Earth where there is an unobstructed line
of sight to four or more GPS satellites[1].
The GPS system does not require the user to transmit any data, and it operates
independently of any telephonic or internet reception, though these technologies can
enhance the usefulness of the GPS positioning information. The GPS system provides
critical positioning capabilities to military, civil, and commercial users around the
world. The United States government created the system, maintains it, and makes
it freely accessible to anyone with a GPS receiver. However, the US government can
selectively deny access to the system, as happened to the Indian military in 1999
during the Kargil War
The GPS project was launched in the United States in 1973 to overcome the lim-
20

itations of previous navigation systems, integrating ideas from several predecessors,
including a number of classified engineering design studies from the 1960s. The U.S.
Department of Defense developed the system, which originally used 24 satellites. It
became fully operational in 1995. Roger L. Easton of the Naval Research Labora-
tory, Ivan A. Getting of The Aerospace Corporation, and Bradford Parkinson of the
Applied Physics Laboratory are credited with inventing it.
Advances in technology and new demands on the existing system have now led to
efforts to modernize the GPS and implement the next generation of GPS Block IIIA
satellites and Next Generation Operational Control System (OCX).[5] Announce-
ments from Vice President Al Gore and the White House in 1998 initiated these
changes. In 2000, the U.S. Congress authorized the modernization effort, GPS III.
In addition to GPS, other systems are in use or under development, mainly because
of a potential denial of access and potential monitoring[dubious discuss] by the
US government. The Russian Global Navigation Satellite System (GLONASS) was
developed contemporaneously with GPS, but suffered from incomplete coverage of the
globe until the mid-2000s. GLONASS can be added to GPS devices, making more
satellites available and enabling positions to be fixed more quickly and accurately, to
within two meters.There are also the European Union Galileo positioning system and
China’s BeiDou Navigation Satellite System.
Conventional GPS receivers integrate the received GPS signals for the same amount
of time as the duration of a complete C/A code cycle which is 1 ms. This results
in the ability to acquire and track signals down to around the 160 dBW level. High
Sensitivity GPS receivers are able to integrate the incoming signals for up to 1,000
times longer than this and therefore acquire signals up to 1,000 times weaker, result-
ing in an integration gain of 30 dB. A good High Sensitivity GPS receiver can acquire
signals down to 185 dBW, and tracking can be continued down to levels approaching
190 dBW.
21

Figure 3.3: GPS Reciever
3.5.3 GPS Antenna
Most obviously, a good antenna (also known as aerial) is required in order to detect
the message signals coming from the GPS satellites. The strength of a GPS signal is
often expressed in decibels referenced to one milliwatt (dBm). By the time the signals
have covered the 22,200km from satellite to Earth’s surface, the signal is typically as
weak as -125dBm to -130dBm, even in clear open sky. In built up urban environments
or under tree cover the signal can drop to as low as -150dBm (the larger the negative
value, the weaker the signal). At this level some GPS devices would struggle to
acquire a signal (but may be able to continue tracking if a signal was ﬁrst acquired
in the open air). A good high sensitivity GPS receiver can acquire signals down to
155 dBm and tracking can be continued down to levels approaching 165 dBm[6].
22

Figure 3.4: GPS Antenna
3.5.4 LCD Display
A liquid-crystal display (LCD) is a flat-panel display or other electronically modulated
optical device that uses the light-modulating properties of liquid crystals. Liquid
crystals do not emit light directly, instead using a backlight or reflector to produce
images in color or monochrome.[1] LCDs are available to display arbitrary images (as
in a general-purpose computer display) or fixed images with low information content,
which can be displayed or hidden, such as preset words, digits, and 7-segment displays,
as in a digital clock. They use the same basic technology, except that arbitrary
images are made up of a large number of small pixels, while other displays have
larger elements.
LCDs are used in a wide range of applications including computer monitors, tele-
visions, instrument panels, aircraft cockpit displays, and indoor and outdoor signage.
Small LCD screens are common in portable consumer devices such as digital cameras,
23

watches, calculators, and mobile telephones, including smartphones. LCD screens are
also used on consumer electronics products such as DVD players, video game devices
and clocks. LCD screens have replaced heavy, bulky cathode ray tube (CRT) displays
in nearly all applications. LCD screens are available in a wider range of screen sizes
than CRT and plasma displays, with LCD screens available in sizes ranging from tiny
digital watches to huge, big-screen television sets.
Figure 3.5: LCD Display
3.5.5 Bluetooth Transmitter
Bluetooth is a wireless technology standard for exchanging data over short distances
(using short-wavelength UHF radio waves in the ISM band from 2.4 to 2.485 GHz[4])
from ﬁxed and mobile devices, and building personal area networks (PANs). In-
vented by telecom vendor Ericsson in 1994,[5] it was originally conceived as a wireless
alternative to RS-232 data cables.
Bluetooth is managed by the Bluetooth Special Interest Group (SIG), which has
24

more than 30,000 member companies in the areas of telecommunication, computing,
networking, and consumer electronics.[6] The IEEE standardized Bluetooth as IEEE
802.15.1, but no longer maintains the standard. The Bluetooth SIG oversees de-
velopment of the specification, manages the qualification program, and protects the
trademarks.[7] A manufacturer must meet Bluetooth SIG standards to market it as a
Bluetooth device.[8] A network of patents apply to the technology, which are licensed
to individual qualifying devices.
In V2I systems Bluetooth can be used to provide communication channel between
the car and the traffic signal systems. Nowadays several manufacturers offer Bluetooth
capable traffic control devices. It is capable for privileging the public transport at
the intersections or measuring the traffic and pedestrian fl ows with the help of the
electronic devices installed with Bluetooth radio (such as smartphones, tablets, and
navigation units). These systems detect anonymous Bluetooth signals transmitted by
visible Bluetooth devices located inside vehicles and carried by pedestrians. This data
is then used to calculate traffic journey times and movements. It reads the unique
MAC address of Bluetooth devices that are passing the system. By matching the
MAC addresses of Bluetooth devices at two different locations, not only the accurate
journey time is measured, privacy concerns typically associated with probe systems
are minimized.
Bluetooth technologys adaptive frequency hopping (AFH) capability was designed
to reduce interference between wireless technologies (such as WLAN) sharing the 2.4
GHz spectrum. AFH works within the spectrum to take advantage of the available
frequency. This is done by the technology detecting other devices in the spectrum and
avoiding the frequencies they are using. This adaptive hopping among 79 frequencies
at 1 MHz intervals gives a high degree of interference immunity and also allows for
more effi cient transmission within the spectrum. For users of Bluetooth technology
this hopping provides greater performance even when other technologies are being
used along with Bluetooth technology.
25

Figure 3.6: Bluetooth Transmitter
3.5.6 Power Supply
A power supply is an electronic device that supplies electric energy to an electrical
load. The primary function of a power supply is to convert one form of electrical
energy to another. As a result, power supplies are sometimes referred to as electric
power converters. Some power supplies are discrete, stand-alone devices, whereas
others are built into larger devices along with their loads. Examples of the latter
include power supplies found in desktop computers and consumer electronics devices.
Every power supply must obtain the energy it supplies to its load, as well as any
energy it consumes while performing that task, from an energy source. Depending on
its design, a power supply may obtain energy from various types of energy sources,
including electrical energy transmission systems, energy storage devices such as a
batteries and fuel cells, electromechanical systems such as generators and alternators,
solar power converters, or another power supply.
26

3.5.7 Joystick
A joystick is an input device consisting of a stick that pivots on a base and reports its
angle or direction to the device it is controlling. A joystick, also known as the control
column, is the principal control device in the cockpit of many civilian and military
aircraft, either as a center stick or side-stick. It often has supplementary switches to
control various aspects of the aircraft’s ﬂight.
Joysticks are often used to control video games, and usually have one or more
push-buttons whose state can also be read by the computer. A popular variation of
the joystick used on modern video game consoles is the analog stick. Joysticks are also
used for controlling machines such as cranes, trucks, underwater unmanned vehicles,
wheelchairs, surveillance cameras, and zero turning radius lawn mowers. Miniature
ﬁnger-operated joysticks have been adopted as input devices for smaller electronic
equipment such as mobile phones.
Figure 3.7: Joystick
27

3.6 Implementation
Figure 3.8: Architecture of Vehicle to Vehicle Communication
V2V communications is the J2735, Bluetooth Message Set Dictionary, maintained
by the Society of Automotive Engineers ( http://www.sae.org ). This SAE Stan-
dard specifi es a message set, its data frames, and data elements specifi cally for use
by applications intended to utilize the (Bluetooth/WAVE) communications systems.
Although the scope of this Standard is focused on the message set and data frames
of Bluetooth, it specifi es the defi nitive message structure and provides suffi cient
background information for the proper interpretation of the message defi nitions from
the point of view of an application developer implementing the messages according to
the Bluetooth standards. It supports interoperability among Bluetooth applications
28

through the use of standardized message sets, data frames, and data elements. The
message sets specifi ed in J2735 defi ne the message content delivered by the commu-
nication system at the application layer and thus defi nes the message payload at the
physical layer. The J2735 message sets depend on the lower layers of the Bluetooth
protocol stack to deliver the messages from applications at one end of the commu-
nication system (OBU of the vehicle) to the other end (a roadside unit). The lower
layers are addressed by IEEE 802.11p,and the upper layer protocols are covered in
the IEEE 1609.x series of standards. The message set dictionary contains:
• 15 Messages
• 72 Data Frames
• 146 Data Elements
• 11 External Data Entries
The most important message type is the basic safety message (often informally called
heartbeat message because it is constantly being exchanged with nearby vehicles).
Frequent transmission of heartbeat messages extends the vehicles information about
the nearby vehicles complementing autonomous vehicle sensors. Its major attributes
are the following:
• Temporary ID
• Time
• Latitude
• Longitude
• Elevation
• Positional Accuracy
• Speed and Transmission
• Heading
29

• Acceleration
• Steering Wheel Angle
• Brake System Status
• Vehicle Size
In our system we have implements Vehicle to Vehicle communication using Blue-
tooth Technology.First of all GPS Cordinates using GPS Receiver and then it sends
other vehicle to using Bluetooth.The GPS Antenna is used to ﬁnd the latitude and
longutude.When the two Vehicle are comes 100m range then vehicle can makes Buzzer
to alert the Driver.then we have to apply the break whenever vehicle comes in rang
of 50-60m [7,8].
3.7 Overview of Embedded System and Require-
ments
An embedded system is a specialized computer system that is part of a larger system
or machine. Embedded systems can also be thought of as information processing
subsystems integrated in a larger system. As part of a larger system it largely deter-
mines its functionality. An embedded system usually contains an embedded processor.
Many appliances that have a digital interface – microwaves, VCRs, cars – utilize em-
bedded systems. Some embedded systems include an operating system. Others are
very specialized resulting in the entire logic being implemented as a single program.
These systems are embedded into some device for some speciﬁc purpose other than to
provide general purpose computing . A typical embedded system is shown in Figure
3.8.
30

Figure 3.9: A Typical Embedded System
3.7.1 Programming Language and Development Tools Used
This section will focus on the programming language and development tools used in
the system.
In this System used Embedded C programming Language.Embedded C is a set of
language extensions for the C Programming language by the C Standards committee
to address commonality issues that exist between C extensions for different embedded
systems. Historically, embedded C programming requires nonstandard extensions to
the C language in order to support exotic features such as fixed-point arithmetic,
multiple distinct memory banks, and basic I/O operations.
In 2008, the C Standards Committee extended the C language to address these
issues by providing a common standard for all implementations to adhere to. It in-
cludes a number of features not available in normal C, such as, fixed-point arithmetic,
named address spaces, and basic I/O hardware addressing.
Embedded C uses most of the syntax and semantics of standard C, e.g., main()
function, variable definition, datatype declaration, conditional statements (if, switch
case), loops (while, for), functions, arrays and strings, structures and union, bit op-
erations, macros, etc.
The Basic Structure of the Arduino programming language is fairly simple and
31

run in atleast two part.These two required parts,or function,enclose block of state-
ments.
void setup()
{
statement;
}
void loop()
{
statement;
}
3.7.2 Hardware and Software Requirements
Implementation required for this software and hardware on the development side
system.
1. Hardware Recommended
• Arduino UNO
• GPS Antenna
• GPS Receiver
• Bluetooth Transmitter
• LCD Display
2. Software Required
• Design Tool : Arduino 1.6.9
• Operating System : Windows XP/Windows 7/Windows 8
32

3.8 GUI Snapshots
Figure 3.10: Connection establishment
Figure 3.11: sending and receiving coordinates
33

Figure 3.12: Alert the Buzzer
34

Chapter 4
PERFORMANCE ANALYSIS
4.1 Performance Analysis of Previous Work
This section addresses the susceptibility of communications to power outages and
service shutdowns. Approximate rankings of the technologies based on the relative
merits for these issues are shown in Table 4.1. Land mobile radio systems are typ-
ically immune to power outages because the public agencies provide backup power
sources. As illustrated by the wide-scale power blackout in the northeast in August
2003, cellular systems are not robust in such conditions. It is assumed that WiFi
and DSRC networks that are operated by third-parties will also have vulnerability to
power outages. Finally, it is not known yet whether the deployment of a DSRC-based
network would include failsafe operations in power outage situations. This is a poten-
tial gap, and it is suggested that the emergency response community should consider
studying the vulnerability and consequences of power outages on DSRC applications.
Another technology not considered in detail in this project is satellite communica-
tions which obviously is unaﬀected by power grid outages. Service shutdowns are also
a real possibility in services supported by third-party agents, such as cellular data
services, which occasionally have business cases to drop coverage in a region. In this
report, we have also assumed that WiFi and WiMax networks would not be operated
by emergency response agencies, so that there may be economic or other reasons for
service disruptions that could aﬀect emergency response agencies depending on that
communications path. For that reason, it is suggested that a technical gap may be the
35

reliance of critical operations on commercial service providers unless special agree-
ments are possible to mitigate the vulnerabilities. Land mobile radio and DSRC are
the two technologies that are assumed to be operated with philosophies that would
prevent shutdown without consultation of emergency response agencies.
Table 4.1: Rating vulnerability characteristics of communication technologies for
emergency transportation operations
Capability Land Mobile Ra-
dio
WiFi DSRC
Data rate 2 1 2
Security 1 3 1
Low latency 1 2 1
Interoperability 3 1 2
Upgradable 3 3 3
Coverage 1 3 2
Controllability of
coverage
1 3 2
Figure 4.1: comparision between wireless technology
36

4.2 Experimental Analysis
Bluetooth technology is a wireless communications technology that is simple, secure,
and can be found almost everywhere. You can fi nd it in billions of devices rang-
ing from mobile phones and computers to medical devices and home entertainment
products. It is intended to replace the cables connecting devices, while maintaining
high levels of security. Automotive applications of Bluetooth technology began with
implementing the Hands-Free Profi le for mobile phones in cars. The development
is coordinated by the Car Working Group (CWG) and is ongoing ever since 2000
by implementing different profi les and new features. The key features of Bluetooth
technology are ubiquitousness, low power, and low cost. The Bluetooth Specifi cation
defi nes a uniform structure for a wide range of devices to connect and communicate
with each other.
When two Bluetooth-enabled devices connect to each other, is the so-called pair-
ing. The structure and the global acceptance of Bluetooth technology means any
Bluetooth-enabled device, almost everywhere in the world, can connect to other
Bluetooth-enabled devices located in proximity to one another. Connections between
Bluetooth-enabled electronic devices allow these devices to communicate wirelessly
through short range, creating ad hoc networks commonly known as piconets. Piconets
are established dynamically and automatically as Bluetooth-enabled devices enter and
leave radio proximity, meaning that you can easily connect whenever and wherever
its convenient for you. Each device in a piconet can also simultaneously communi-
cate with up to seven other devices within that single piconet and each device can
also belong to several piconets simultaneously. This means the ways in which you
can connect your Bluetooth devices is almost limitless. There are applications that
even do not require a connection establishment. It may be enough if the Bluetooth
devices wireless option is set to visible and shown to all, because fi xed positioned
Bluetooth access points may detect the movement of the Bluetooth device from one
AP to another AP. This technology can easily be used for measuring the traffic flow.
Bluetooth is a short range wireless technology originally intended to replace the
cable(s) connecting portable and/or fixed electronic devices. Its a technology stan-
37

dard using short range radio links. Bluetooth operates Frequency Hopping Spread
Spectrum (FHSS) to avoid any interference. Bluetooth radios operate in the unli-
censed ISM band at 2.4 Gigahertz using 79 channels between 2.402 GHz to 2.480
GHz. A data channel hops randomly 1600 times per second between the 79 RF chan-
nels. Each channel is divided into time slots 625 microseconds long. The range of
Bluetooth communication is 0-100 meters, dependent upon power of devices. Every
Bluetooth device is classified in three classes (class 1, class 2, and class 3) dependent
upon its range.There are two types of data transfer between devices: SCO (Syn-
chronous Connection Oriented) and ACL (Asynchronous Connectionless). There are
different Bluetooth versions available in the market, which are designed for downward
compatibility. Now days, Bluetooth is a common feature in many electronic devices
including mobile phones, tablets, laptops etc.Bluetooth technology works using two
concepts. Bluetooth Protocol and Bluetooth profiles. Bluetooth protocol defines how
Bluetooth works and Bluetooth profiles define how to use Bluetooth. Bluetooth Spe-
cial Interest group (SIG) has developed the Bluetooth Protocol stack. Main objective
of this specification to achieve interoperability between different device manufacturer
companies. There are many Bluetooth profiles like A2DP, AVRCP, DUN, PAN, HFP,
HSP, FTP, PBAP, SDP, MAP, HID, HDP, OPP, OBEX, BPP, BIP etc. Every profile
is defined for specific purpose. For example A2DP profile is used to listen audio.
Bluetooth Low Energy devices operate in the 2.4 GHz licence-free band, and so
share the same indoor propagation characteristics as 2.4 GHz WiFi transceivers. The
beaconing, or advertising mode, permitted in the BLE standard enables a very short,
unsolicited message at very flexible update rates. These messages can be used to
allow a device to detect close proximity to a specific location based on the Received
Signal Strength (RSS). In this way, location specific triggers, adverts, vouchers and
information can be provided to the user. BLE advertising beacons are particularly
attractive to retailers because of the promise of long battery lives of many years, and
so low maintenance requirements. Long battery lives are expected to require low
radio power output and/or low beaconing rates. While this does not affect their use
for proximity detection it does affect their usefulness for providing fingerprint-based
positioning throughout an entire indoor environment
38

Table 4.2: Comparison Between 802.11/a/c/c Standard
802.11a 802.11b 802.11c
Frequency Band 5 GHz 2.4 GHz 2.4 GHz
Speed 54 Mbps 11 Mbps 54 Mbps
Bandwidth Less In-
terference,more
bandwidth
Not as fast as
other technologies
Faster than
802.11b
Range Not as widely
implemented,
shorter range
Best overall
coverage range
better range
than 802.11a and
Less range than
802.11b
4.3 Performance Analysis for GPS Accuracy
GPS SPS accuracy performance was evaluated at a selection of high rate IGS sta-
tions(1). The IGS is a voluntary federation of many worldwide agencies that pool
resources and permanent GNSS station data to generate precise GNSS products. Sites
with high data rate (1 Hz) with good availability which are outside of the WAAS ser-
vice area that also provide a good geographic distribution have been selected. The 3
Russian Federation sites, MOBN, NRIL, and PETS, were not in service. To facilitate
diﬀerentiating between GPS accuracy issues and receiver tracking problems, an auto-
matic data screening function excluded errors greater than 500 meters and or times
when VDOP or HDOP were greater than 10. The remaining receiver tracking issues
are still included in the processing and are forced into the 50.1 meter histogram bin.
These issues cause the outliers seen in the 99.99
39

Figure 4.3: GPS SPS 95 Horizontal Accuracy Trends at Selected IGS Sites
Figure 4.4: GPS SPS 95 Vertical Accuracy Trends at Selected IGS Sites
40

Chapter 5
CONCLUSIONS
5.1 Conclusions
A vehicle-to-vehicle communication protocol for cooperative collision warning. Emerg-
warnings.For V2V communications, this system is an effective, efficient and scalable
broadcast authentication scheme to provide both competabalities. Moreover,PBA
single-hop relevant applications.
5.2 Future Scope
This method is usedful for V2V communications, this project propose an effective,
efficient and scalable broadcast authentication scheme to provide both computation-
based DoS attacks resilient and packet losses resilient in VANETs. Moreover, PBA
single-hop relevant applications. To defend against memory-based DoS attacks, PBA
only keeps shortened MACs of signatures to reduce the storage overhead. This project
will address how to satisfy both security and privacy requirements in the future work
[7,9].
• Vehicle safety historically focused on protecting occupant after crash,influincing
driver behaviour.
41

• Next safety revolution seen using technology to prevent crashes from happening
in the first place.
• The national highway traffic safety administration(NHTSA) estimate that V2V
communication could address up to present of all unipaired crashes.
5.3 Application
The main V2V network applications can be classified into three categories: 1)road
safety applications, 2) driver assistance applications, and 3) comfort applications. In
what follows, we explain these categories in more detail and then give examples of
applications:
5.3.1 Alert in case of Accidents
This service alerts vehicles driving towards the scene of an accident that traffic con-
ditions have been modified and that it may be necessary to be more vigilant. It is
also necessary in case of reduced vehicle density to be able to retain the message in
order to retransmit it if another vehicle enters the retransmission zone. Safety mes-
sages will have to be transmitted at regular periods. Thus, the node(s) designated to
retransmit messages will transmit alert messages at regular moments. Messages will
have to be short to be transmitted quickly. Messages will also need to have accident
scene coordinates and retransmission zone parameters.
5.3.2 Alert in case of abnormally slow the traffic
This service alerts car drivers of particular traffic situations. The driver is informed
that it is necessary to slow down regardless of the nature of the traffic problem. The
alert message is transmitted by a vehicle detecting traffic problems. An official vehicle
doing road work can also trigger an alert message. As with the alert message informing
of an accident, the alert message informing of a slow down must be transmitted to
other vehicles efficiently and quickly.
42

5.3.3 Collaborative Driving
Collaborative driving is a concept that considerably improves road transport safety
in addition to decreasing the number of victims in accidents involving automobile ve-
hicles. This innovation is based on information exchanged between vehicles equipped
with instruments (for example, sensors) enabling them to perceive what surrounds
them and to collaborate in dynamically formed groups. These groups of vehicles, or
localized networks, can develop a collective driving strategy which would require lit-
tle or no intervention from drivers. In the last few years, diﬀerent automated vehicle
architectures have been proposed, but most of them have not, or almost not, tackled
the inter-vehicle communication problem.
5.3.4 Parking Management
This service assembles information on space availability in parking lots and coordi-
nates between cars in order to guide them to ﬁnd free spaces (SmartPark project
[SMA 05]).
43

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Short Range Communications(DSRC),Medium Access Control (MAC) and Phys-
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