Novel Techniques for Data Dissemination in Vehicular Networks to Triumph Over Broadcast Storm Problem

International Journal of Advanced Research in Engineering and Technology (IJARET), ISSN
0976 – 6480(Print), ISSN 0976 – 6499(Online) Volume 4, Issue 3, April (2013), © IAEME
264
THE NOVEL TECHNIQUES FOR DATA DISSEMINATION IN
VEHICULAR NETWORKS TO TRIUMPH OVER BROADCAST
STORM PROBLEM
Mohd Umar Farooq Dr .Khaleel Ur Rahman Khan
Dept of Information Technology Dept of Comp Science & Engg
Muffakham Jah College of Engg & Tech. ACE Engineering College
Hyderbad,India Hyderabad, India
ABSTRACT
Vehicular Ad-hoc networks are a mechanism for establishing inter-vehicular and road to
vehicle communication which is mostly required in avoiding vehicular collisions. Several solutions
have been proposed to establish an efficient and reliable network. The challenging part of the ad-hoc
networks is routing along with traffic control and protocol design. In this paper we present Three
strategies for an effective and simple mechanism for inter vehicular and road to vehicle
communication (V2V and R2V). In the proposed solution we also control the number of packets
transmitted by each node in the network. The number of packets transmitted by each node is not fixed
but dynamic and is transmitted at R.P.M(Rotations per Minute) rate and vincenty’s formula on ns-2.
Keywords: Vehicular AdHoc Networks, RSU, Intelligent Transportaion Systems
I. INTRODUCTION
Ad-hoc Network is a collection of communicating nodes over wireless links with base station
acting as an administrator. Here each node acts as a host and a router as well. Each node transmits
information about its position, speed and heading direction to its neighbor nodes and also to the
roadside base stations. In Vanets, each node takes a routing decision to forward the packet it received.
Many routing protocols (DSDV, Heuristic protocol, Greedy protocol, Flooding) have been proposed
to make a node choose an optimized path to route the packet with less amount of delay and requiring
lower bandwidth. Vanets provide efficient mechanism for inter vehicular and road to vehicle
communication which helps us in tracing the exact location of a node at any point of time. In case of
collision the network intimates the other vehicles to avoid secondary collisions. In deploying a vanet
nework the challenging part that a designer faces is to design an efficient routing protocol with no or
less packet congestion, high reliability and minimum delay. In this paper, a protocol is proposed
which provides a mechanism of data exchange between a node and a road side unit(RSU). Traffic
INTERNATIONAL JOURNAL OF ADVANCED RESEARCH IN
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ISSN 0976 - 6480 (Print)
ISSN 0976 - 6499 (Online)
Volume 4, Issue 3, April 2013, pp. 264-272
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265
congestion is also taken care of by minimizing the number of packets transmitted by each node at
times. The following figure is a schematic representation and topology of the nodes under two base
stations.
Fig (a): Topology of the nodes under two RSUs
V2V and R2V communication is clearly depicted in the above figure. Further the area covered by two
base stations is disjoint. As shown in the figure cluster1 is the area covered by the base station1 and
cluster2 is the area covered by base station2. Here each node i.e., each vehicle is in the vicinity of
only one particular base station at any point of time and transmits the packets to only one base station.
No two base stations can have a common vehicle in their proximities. Later in the report we present a
protocol which demonstrates how the vehicle to vehicle and vehicle to road side unit communications
takes place.
II. LIFETIME OF A PACKET IN NETWORK
In our proposed solution, each node broadcasts its packet to every other node which are in its
transmission range and each node upon receiving the packet, broadcasts the packet to other. This
process continues till the packet reaches the base station. To meet the criteria that no node is in the
vicinity of more than one base station, a hop count is fixed with each packet sent. The hop count fixed
limits the life of the packet in the network so that the packet is discarded before it is received by any
node in the adjacent cell.
III. VELOCITY OF PACKETS AND TRAFFIC MINIMIZATION
We present a mechanism where packet transfer rate of a node is not fixed by dynamic and
changes proportionally to its RPM(Rotations Per Minute). By measuring the r.p.m of the wheel we
can not only determine the distance the vehicle covers in certain time but also the duration for which
it is going to be in the vicinity of the base station and thus vary the velocity of the packets it transmits.
Therefore Velocity of the packets = k (r.p.m) of a node.
With the above mechanism, we control the number of packets transmitted by a node unlike
the other mechanisms where each node transmits packets at a constant rate which adds to traffic
congestion. The key idea here is “fast moving vehicles transmit and notify their position more
frequently than the slow moving vehicles” because RSU is more certain about a slow moving
vehicle’s position than a faster ones. . Fast moving vehicle has to send the packets at higher rate so
that RSU is updated about its current position. Slow moving vehicle need not send the packets at the
same rate as RSU is more certain about its position since the node is going to be in its vicinity for a
longer time. With this mechanism number of packets in the network is minimized and thereby
avoiding traffic congestion RPM of the node is constantly monitored to check whether the vehicle is
accelerating or decelerating and accordingly its flood rate is determined.

266
IV. V2V COMMUNICATION AND CALCULATION OF INTER VEHIULAR DISTANCE
When a particular node broadcasts a packet, it is received by its neighbors who forward the
packet further until it reaches the base station. When a node receives a packet it calculates the distance
between it and sender by measuring the difference between the received and transmitted power which
is inversely proportional to the separation distance and if the distance between the vehicles is less than
certain threshold the receiver then immediately intimates the sender about the imminent event that
they are about to collide. Vehacol [2] is the protocol that calculates the inter vehicular distance by
measuring the difference between the received and transmitted power.
The acknowledgement may also include the push data like weather and traffic information to
the node in reply. The following data flow diagrams shown below will throw light on R2V
communication.
Fig (b): First packet that a node broadcast Fig (c): First packet lost packet lost
As shown in Fig (c), when a node sends the first packet to the base station, it waits for the
acknowledgement for certain time and when the timer is out it considers that the packet is lost and
retransmits the packet by changing its sequence number so the packet is not discarded by its neighbors
considering it as a duplicate packet.
Fig (d): Acknowledgement lost Fig (e): Packet Lost

267
Fig (c) is similar to Fig (d), here after the sender sends the packet, waits for an
acknowledgement and retransmits the packet if it doesn’t receive a packet after certain time. This is
again same as the sender is sending the first packet but with a changed sequence number to avoid
packet being discarded by its neighbors.
The above figure shows the state where base station sends an acknowledgement to the sender
node and waits for the succeeding packets. The time slot is set in such a way that a packet of slowest
moving vehicle is received before the time is out. If the base station doesn’t receive any succeeding
packet, it sends a request packet to the sender and waits for the reply. If the node is still in the cell
area of the base station, it retransmits the last packet with changed sequence number. It can also send
a new packet with current information about the node as retransmitting the old packet is sending the
information about past time. sends a request packet and waits for the reply for same time slot and if it
doesn’t receive any reply it considers that the node is no more in its vicinity and removes its entry
from the table. If the base station is equipped with GPS, when it sees a new node entering its cell area,
it can push a packet requesting details about the node. With this, the base station need not wait until a
new node broadcasts a message to it. It can immediately make a table entry of the new node. If the
base stations are equipped with GPS, hand off between the node and base station can be implemented
using MAHO (Mobile Assisted Hand Off).
V. AREA COVERED BY A RSU AT JUNCTIONS
The area covered by base stations along a straight path is more than the base stations location
at junctions. The circle shown in the figure is the area covered by base station 1 which is small when
compared to other base stations around whose cell area is not shown in the figure.
Fig (f): The circle shows the area covered by the RSU
VI. STRATEGY FOR IMPLEMENTING VINCENTY’S APPROACH FOR DATA
DISSEMINATION IN VANETS
JAS is the solution which we propose to solve the broadcast storm problem. In this approach
the victimized vehicle send a message to the nearest vehicle and the roadside equipment. The nearest
vehicle can be calculated using the Vincenty’s formula, which is used to calculate the distance
between two vehicles using its latitudes and longitudes. These values areobtained from the vehicles
GPS system (we assume that every vehicle is equipped with GPS system).The infrastructure sends a
message over the network about a new alert message and waits for a request from any of the vehicles.
If a vehicle asks for the message, the infrastructure responds to the request by sending the alert
message.When the car receives the message it just forwards it to the nearest car in its range (using
Vincenty’s formula). The car stores any message received in its buffer. If a car gets a message from a
car and as well as from the infrastructure it checks both the message and if the messages are same one
of the message would be deleted and the other message is stored and broadcasted. If the messages are
different the latest message is saved for rebroadcast.
From the figure, the victimized vehicle A broadcast the message about the incident to the
nearest car and the infrastructure. Using Vincenty’s formula we find that vehicle B is closer to A and

268
the message is send to it. The infrastructure waits for a request from a vehicle. The message is
forwarded on the basis of the distance from the current vehicle. The tick mark specifies the vehicles
that get the messages for broadcast.
DESIGN PRINCIPLES
A. Algorithm
The algorithm for JAS is given below:
Step 1: Start.
Step 2: The victimized vehicle v has to send the message to infrastructure i and the nearest
vehicle v’ Step 3: Run JASSend message to nearest vehicle calculated from the nearest vehicle
and the distance is calculated using the Vincenty’s formula (Given after the algorithm).
i) if (vehicle=v) then
send message to infrastructure i;
Step 4: i broadcasts a message to all vehicle about a new
alert message and wait for a response. If response is received the message is send to the requested car
and again i will wait.
Step 5: The car v’ runs JAS and send the message to the nearest car.
Step 6: If a car receives two messages from the infrastructure as well as from another car the message
is checked.
Step 7: if (messages are same) then
Delete one of the messages and store one in the buffer for rebroadcast.
Else if (messages are different) then
Delete the first message received from car
And store the latest one for broadcast.
Step 8: Stop.
B. Vincenty’s formula
The code for the particular
Vincenty’s formula is provided below:
a, b = major & minor semi axes of the ellipsoid
f = flattening (a−b)/a
φ1, φ2 = geodetic latitude
L = difference in longitude
U1 = atan ((1−f).tanφ1) (U is ‘reduced latitude’)
U2 = atan ((1−f).tanφ2)
λ = L (first approximation)

269
Note: Vincenty observes that eqn. (18) becomes indeterminate over equatorial lines (since cos²α → 0);
in this case, set cos2σm to 0 and the result is computed correctly. He also points out that the formula
may have no solution between two nearly antipodal points; an iteration limit traps this case (Vincenty
says “this will occur when λ, as computed by eqn. (11), is greater than π in absolute value”, but this is
not always a reliable test).
Note: some implementations of Vincenty’s formula inefficiently use a large number of trig functions;
Vincenty devised this solution with an eye for efficiency in implementation, and this one uses just one
each of sin, cos, sqrt, and atan2 for each iteration – only 3 or 4 iterations are generally required.
[Formulation updated Dec 05 to make it closer to Vincenty’s original and computationally more
efficient.]
note that to locate latitude/longitude points on these ellipses, they are associated with specific
datums: for instance, OSGB36 for Airy in the UK, ED50 for Int’l 1924 in Europe; WGS-84 defines
a datum as well as an ellipse. See my convert coordinates page for converting points between
different datums. Some of the terms involved are explained in Ed Williams’ notes on Spheroid
Geometry.
Test case (from Geoscience Australia), using WGS-84:
Flinders Peak 37°57′03.72030″S, 144°25′29.52440″E
Buninyong 37°39′10.15610″S, 143°55′35.38390″E
S 54 972.271 m
α1 306°52′05.37″
α2 127°10′25.07″ (≡ 307°10′25.07″ p1→p2)
Notes:
• Trig functions take arguments in radians, so latitude, longitude, and bearings in degrees
(either decimal or degrees/minutes/seconds) need to be converted to radians, rad = π.deg/180.
When converting radians back to degrees (deg = 180.rad/π), West is negative if using signed
decimal degrees. For bearings, values in the range -π to +π [-180° to +180°] need to be
converted to 0 to +2π [0°–360°]; this can be done by
(brng+ 2.π)%2.π [brng+ 360)%360] where % is the modulo operator.
• The atan2 () function used here takes two arguments, atan2(y, x), and computes the arc
tangent of the ratio y/x. It is more flexible than atan(y/x), since it handles x=0, and it also
returns values in all 4 quadrants -π to +π (the atan function returns values in the range -π/2 to
+π/2).
• If you implement any formula involving atan2 in Microsoft Excel, you will need to reverse
the arguments, as Excel has them the opposite way around from JavaScript – conventional
order is atan2(y, x), but Excel uses atan2(x, y). To use atan2 in a (VBA) macro, you can use
WorksheetFunction.Atan2 (). You will also have to rename the variables A, B / a, b, as VBA
is case-insensitive.
• All bearings are with respect to true north, 0°=N, 90°=E, etc; if you are working from a
compass, magnetic north varies from true north in a complex way around the earth, and the
difference has to be compensated for by variances indicated on local maps.
• For miles, divide km by 1.609344
• For nautical miles, divide km by 1.852

270
VII. SIMULATION AND PERFORMANCE EVALUATION
The above proposed protocol RPM has been simulated on QualNet network simulator neighbor
coverage on NS-2 . The scenario is described below.
A. SCENARIO DESCRIPTION
A scenario has been created with three mobile nodes (vehicles in this case) and three road
side units (RSU). The mobile nodes are moving at different speeds and we have made the nodes to
broadcast the packets at the speed which is directly proportional to the rate of their rpm. The scenario
is configured so as to simulate the proposed road to vehicle protocol as shown in the above vector
timing diagrams. The following graphs depict the flow and the manner in which the data flow takes
place in the above stated protocol. The mobile nodes are moving at different speeds and hence the
number of packets broadcasted by them is directly proportional to their rate of rpm.
A. Simulation Setup
The simulation topology consists of 10 moving nodes which are termed as vehicles and 2
RSU each equipped with a wireless interface working on the same channel. The packet data are
exchanged between the vehicles using Constant Bit Rate (CBR). The broadcast interval of each
packet is 3 seconds
B. Scenario Description
The objective of the paper is to reduce the broadcast storm problem that occurs in VANETs.
To describe the performance of the algorithm we use the metric of the total bytes transferred from
one node to another. The packets are exchanged among the RSUs and vehicles (victimized and other
moving vehicles). The scenario consists of 10 mobile nodes (vehicles) and 2 RSUs. The data
packets are send from the victimized vehicle to the RSU and nearer vehicle and the message is
forwarded to the vehicles nearby. Our proposed scheme is compared with another scenario of a
proposed solution from the previous work [1].
C. Simulation Result
We compare both the scenarios (that is scenario of our proposed solution and scenario of
previous solution) on the basis of total bytes send and received among the vehicles.
Graph showing the total bytes sent by each vehicle to the RSUs
the above graph is the time line showing the time when the first packet is forwarded from a base
station to the three vehicles. The other graph depicts the total bytes of data sent by each vehicle to the

271
three RSUs. It is evident from the above graph that the number of packets sent by the three vehicles is
not fixed and depends on its RPM. Scenario is configured such that the base station acknowledges
only the first packet
received from the mobile node. The packets following the first packet are not acknowledged and the
road side unit just updates its table whenever it receives a packet and piggybacks if it doesn’t receive
any packet before the timer is out.
SIMULATION SCENARIO Xgraph Comparison in VANETs with and
without NC
The graph above is the throughput graph of a proposed solution [3] A Stable Routing
Protocol to Support ITS where vehicles are grouped according to their moving directions and
choosing the most stable route to avoid path brakes with varying speed of vehicle The graph below is
the system aggregate graph obtained from the Qualnet network simulator by running the configured
scenario with parameters total bytes received and total bytes sent. Simulations on NS2
VIII. CONCLUSION
In this paper we introduced three scheme which establishes an effective and reliable
communication between vehicles and road side units (RSUs). The key idea behind the proposed
scheme is to control the number of packets in the network by making all the nodes flood packets at
different rates which is directly proportional to their RPM. An effective mechanism of data exchange
between nodes and RSUs has also been proposed where the RSU doesn’t acknowledge all the packets
it receives except the first packet. we have given the approach how can we handle broadcast storm
problem. This approach is used to enhance the performance of the VANET for broadcasting the
messages. When the accident has occurred the victimized vehicle sends the message and out
technique chooses the first vehicle to send the message.
IX. REFERENCES
[1] T.Rappport- wireless mobile communication Taunenbaum – Computer Networks
[2] VEHACOL:VehicularAntiCollisionMechanism using a Combination of PeriodicInformation
Exchange and Power Measurements -Ashwin Gumaste and Anirudha Sahoo

272
[3] A Stable Routing Protocol to Support ITS Services in VANET Networks Tarik Taleb, Member,
IEEE, Ehssan Sakhaee, Student Member, IEEE, Abbas Jamalipour, Fellow, IEEE, Kazuo Hashimoto,
Member, IEEE, Nei Kato, Senior Member, IEEE, and Yoshiaki Nemoto, Senior Member, IEEE
[4] M. Shulman and R. Deering, “Third annual report of the crash avoidance metrics partnership
April 2003–March 2004,” Nat. Highw. Traffic Safety Admin. (NHTSA), Washington, DC, Jan.
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[5] C. Bergese, A. Braun, and E. Porta, “Inside CHAUFFEUR,” in Proc. 6thITS World Congr.,
Toronto, ON, Canada, Nov. 1999.
[6] L. Andreone and C. Ricerche, “Activities and applications of the vehicle to vehicle and vehicle to
infrastructure communication to enhance road safety,” in Proc. 5th Eur. Congr. Exhib. ITS,
Hannover, Germany, Jun. 2005.
[7] R. Kruger, H. Fuler, M. Torrent-Moreno, M. Transier, H. Hartenstein, and W. Effelsberg,
“Statistical analysis of the FleetNet highway movement patterns,” University of Mannheim,
Mannheim, Germany, Tech. Rep. TR-2005-004, Jul. 2005.
[8] W.-B. Zhang, H.-S. Tan, A. Steinfeld, B. Bougler, D. Empey, K. Zhou,
[9] M. Heddebaut, J. Rioult, J. P. Ghys, C. Gransart, and S. Ambellouis, “Broadband vehicle-to-
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