1、 ETSI TR 101 613 V1.1.1 (2015-09) Intelligent Transport Systems (ITS); Cross Layer DCC Management Entity for operation in the ITS G5A and ITS G5B medium; Validation set-up and results TECHNICAL REPORT ETSI ETSI TR 101 613 V1.1.1 (2015-09) 2 Reference DTR/ITS-0020056 Keywords ITS, Spectral Management
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7、f ETSI. The copyright and the foregoing restriction extend to reproduction in all media. European Telecommunications Standards Institute 2015. All rights reserved. DECTTM, PLUGTESTSTM, UMTSTMand the ETSI logo are Trade Marks of ETSI registered for the benefit of its Members. 3GPPTM and LTE are Trade
8、 Marks of ETSI registered for the benefit of its Members and of the 3GPP Organizational Partners. GSM and the GSM logo are Trade Marks registered and owned by the GSM Association. ETSI ETSI TR 101 613 V1.1.1 (2015-09) 3 Contents Intellectual Property Rights 5g3Foreword . 5g3Modal verbs terminology 5
9、g3Executive summary 5g31 Scope 6g32 References 6g32.1 Normative references . 6g32.2 Informative references 6g33 Definitions, symbols and abbreviations . 8g33.1 Definitions 8g33.2 Symbols 8g33.3 Abbreviations . 8g34 DCC theory 9g35 Simulation results . 10g35.1 Characteristics of common algorithms . 1
10、0g35.1.1 Reactive table based algorithm . 10g35.1.1.1 Simulator 1: Conclusions 10g35.1.1.2 Simulator 1: Introduction 10g35.1.1.3 Simulator 1: Tools and setup . 11g35.1.1.4 Simulation 1.1: Study on the synchronization issue of the DCC 14g35.1.1.5 Simulation 1.2: Study on channel load characterization
11、 . 20g35.1.1.6 Simulation 1.3: Study on non-identical sensing capabilities . 22g35.1.2 Adaptive linear control algorithms . 23g35.1.3 Comparison of different common algorithms . 23g35.1.3.1 Simulator 2: Introduction 23g35.1.3.2 Simulator 2: Tools and Setup 24g35.1.3.3 Simulator 2: Simulation results
12、 . 26g35.2 Mixed use of different algorithms 28g35.2.1 Simulator 3: Conclusions 28g35.2.2 Simulator 3: Introduction 28g35.2.2.1 Overview . 28g35.2.2.2 DCC background . 29g35.2.2.3 CAM-DCC algorithm 29g35.2.2.4 LIMERIC algorithm 30g35.2.3 Simulator 3: Tools and setup 30g35.2.3.1 Simulation tools 30g3
13、5.2.3.2 Simulator configuration 30g35.2.3.3 CAM-DCC implementation 31g35.2.3.4 LIMERIC implementation 32g35.2.3.5 Simulation scenarios . 32g35.2.3.6 Alternate CAM-DCC lookup table parameters . 33g35.2.3.7 Alternate LIMERIC target CBP 33g35.2.3.8 Simulations with the different parameter settings for
14、the algorithms 33g35.2.4 Simulator 3: Simulation results . 33g35.2.4.1 Introduction to the results 33g35.2.4.2 Simulation 3.1: Default parameter setting . 34g35.2.4.3 Discussion on the performance difference of CAM-DCC and LIMERIC in the mixed network . 36g35.2.4.4 Simulation 3.2: Modified lookup ta
15、ble 36g35.2.4.5 Simulation 3.3: Modified LIMERIC target value . 37g35.2.4.6 Simulation 3.4: Modified look-up table and LIMERIC target value . 39g35.3 Future aspects and algorithms 40g35.3.1 ECPR algorithm 40g35.3.1.1 Simulator 4: Conclusions 40g35.3.1.2 Simulator 4: Introduction 41g3ETSI ETSI TR 101
16、 613 V1.1.1 (2015-09) 4 5.3.1.3 Simulator 4: Tools and setup . 41g35.3.1.4 ECPR Algorithm: Testing Different Target Rate and Awareness Distance Sets for - Urban vs. Highway Environment 44g35.3.1.5 Comparing ECPR, LIMERIC, Power-only, and No-DCC algorithm . 45g3History 50g3ETSI ETSI TR 101 613 V1.1.1
17、 (2015-09) 5 Intellectual Property Rights IPRs essential or potentially essential to the present document may have been declared to ETSI. The information pertaining to these essential IPRs, if any, is publicly available for ETSI members and non-members, and can be found in ETSI SR 000 314: “Intellec
18、tual Property Rights (IPRs); Essential, or potentially Essential, IPRs notified to ETSI in respect of ETSI standards“, which is available from the ETSI Secretariat. Latest updates are available on the ETSI Web server (http:/ipr.etsi.org). Pursuant to the ETSI IPR Policy, no investigation, including
19、IPR searches, has been carried out by ETSI. No guarantee can be given as to the existence of other IPRs not referenced in ETSI SR 000 314 (or the updates on the ETSI Web server) which are, or may be, or may become, essential to the present document. Foreword This Technical Report (TR) has been produ
20、ced by ETSI Technical Committee Intelligent Transport Systems (ITS). Modal verbs terminology In the present document “shall“, “shall not“, “should“, “should not“, “may“, “need not“, “will“, “will not“, “can“ and “cannot“ are to be interpreted as described in clause 3.2 of the ETSI Drafting Rules (Ve
21、rbal forms for the expression of provisions). “must“ and “must not“ are NOT allowed in ETSI deliverables except when used in direct citation. Executive summary The documented simulations prove that there are functional methods to manage channel load. Different metrics have been selected to compare t
22、he effectiveness and fairness of different methods, and also possible coexistence of adaptive and reactive algorithms has been demonstrated in simulations. Despite currently defined methods and individual parameters, in future even more complex methods and algorithms for managing channel load can be
23、 expected to evolve. ETSI ETSI TR 101 613 V1.1.1 (2015-09) 6 1 Scope The present document covers the overall validation of the cross layer DCC functionality of the ETSI ITS architecture. It considers the cross layer DCC specification developed in ETSI TS 103 175 i.1 and the cross layer concept descr
24、ibed in ETSI TR 101 612 i.2 and all other relevant DCC components in the communication stack. 2 References 2.1 Normative references References are either specific (identified by date of publication and/or edition number or version number) or non-specific. For specific references, only the cited vers
25、ion applies. For non-specific references, the latest version of the reference document (including any amendments) applies. Referenced documents which are not found to be publicly available in the expected location might be found at http:/docbox.etsi.org/Reference. NOTE: While any hyperlinks included
26、 in this clause were valid at the time of publication, ETSI cannot guarantee their long term validity. The following referenced documents are necessary for the application of the present document. Not applicable. 2.2 Informative references References are either specific (identified by date of public
27、ation and/or edition number or version number) or non-specific. For specific references, only the cited version applies. For non-specific references, the latest version of the reference document (including any amendments) applies. NOTE: While any hyperlinks included in this clause were valid at the
28、time of publication, ETSI cannot guarantee their long term validity. The following referenced documents are not necessary for the application of the present document but they assist the user with regard to a particular subject area. i.1 ETSI TS 103 175: “Intelligent Transport Systems (ITS); Cross La
29、yer DCC Management Entity for operation in the ITS G5A and ITS G5B medium“. i.2 ETSI TR 101 612: “Intelligent Transport Systems (ITS); Cross Layer DCC Management Entity for operation in the ITS G5A and ITS G5B medium; Report on Cross layer DCC algorithms and performance evaluation“. i.3 IEEE 802.11-
30、2012: “IEEE Standard for Information technology - Telecommunications and information exchange between systems Local and metropolitan area networks - Specific requirements Part 11: Wireless LAN Medium Access Control (MAC) and Physical Layer (PHY) Specifications“. i.4 ETSI EN 302 663: “Intelligent Tra
31、nsport Systems (ITS); Access layer specification for Intelligent Transport Systems operating in the 5 GHz frequency band“. i.5 ETSI TS 102 687 (V1.1.1): “Intelligent Transport Systems (ITS); Decentralized Congestion Control Mechanisms for Intelligent Transport Systems operating in the 5 GHz range; A
32、ccess layer part“. i.6 ETSI EN 302 637-2: “Intelligent Transport Systems (ITS); Vehicular Communications; Basic Set of Applications; Part 2: Specification of Cooperative Awareness Basic Service“. i.7 Oyunchimeg Shagdar: “Evaluation of Synchronous and Asynchronous Reactive Distributed Congestion Cont
33、rol Algorithms for the ITS G5 Vehicular Systems“, Technical Report 462, INRIA Paris-Rocquencourt. 2015. . ETSI ETSI TR 101 613 V1.1.1 (2015-09) 7 i.8 ns-2, network simulator, http:/www.isi.edu/nsnam/ns/, https:/en.wikipedia.org/wiki/Ns-(simulator). i.9 ns-3, network simulator, http:/www.nsnam.org, h
34、ttps:/en.wikipedia.org/wiki/Ns_(simulator). i.10 SUMO, Simulation of Urban mobility, http:/www.dlr.de/ts/en/desktopdefault.aspx/, http:/sumo-sim.org/. i.11 Osama Al-Gazali, Jrme Hrri: “Performance Evaluation of Reactive and Adaptive DCC Algorithms for Safety-Related Vehicular Communications“, Master
35、 Thesis, EURECOM, January 2015. i.12 M. Behrisch, L. Bieker, J. Erdmann, and D. Kajzewicz: “Sumo-simulation of urban mobility-an overview“, SIMUL 2011, The Third International Conference on Advances in System Simulation. 2011. i.13 D. Krajzewicz: “Sumo (simulation of urban mobility)“, Proc. of the 4
36、th middle east symposium on simulation and modelling, 2002. i.14 ns-3 WAVE module, http:/www.nsnam.org/docs/models/html/wave.html. i.15 R. Jain, D. Chiu, and W. Hawe: “A Quantitative Measure Of Fairness And Discrimination For Resource Allocation In Shared Computer Systems“, DEC, Research Report TR-3
37、01, September 1984. i.16 Kenney. J.B, Bansal. G, Rohrs. C.E, LIMERIC: “A linear message rate control algorithm for vehicular DSRC systems“, 8th ACM Int. Workshop on Vehicular Inter-networking VANET 11, pp. 21-30, 2011. i.17 G. Bansal, J. Kenney, C. Rohrs: “LIMERIC: A Linear Adaptive Message Rate Alg
38、orithm for DSRC Congestion Control“, IEEE Transactions on Vehicular Technology, Vol. 62, No. 9, pp. 4182-4197, Nov. 2013. i.18 G. Bansal, H. Lu, J. Kenney, and C. Poellabauer: “EMBARC: Error model based adaptive rate control for vehicle-to-vehicle communications“, Proc. 10th ACM Int. Workshop on Veh
39、icular Inter-Networking, Systems, Applications (VANET 2013), June 2013, pp. 41-50. i.19 G. Bansal, B. Cheng, A. Rostami, K. Sjoberg, J. Kenney, and M. Gruteser: “Comparing LIMERIC and DCC approaches for VANET channel congestion control“, Wireless Vehicular Communications (WiVeC), 2014 IEEE 6th Inter
40、national Symposium on, pp. 1-7, 2014. i.20 B. Aygun, M. Boban, A. Wyglinski: “ECPR: Environment-aware Combined Power and Rate Distributed Congestion Control for Vehicular Communication“, arXiv preprint arXiv:1502.00054: http:/arxiv-web3.library.cornell.edu/abs/1502.00054. i.21 M. Boban, J. Barros, a
41、nd O. K. Tonguz: “Geometry-Based Vehicle-to-Vehicle Channel Modeling for Large-Scale Simulation“, IEEE Transactions on Vehicular Technology, Vol. 63, No. 9, pp. 4146-4164, Nov. 2014. i.22 Open Street Map, topological data base, http:/www.openstreetmap.org/. i.23 M. Boban and P. dOrey: “Measurement-b
42、ased evaluation of cooperative awareness for V2V and V2I communication“, IEEE Vehicular Networking Conference (VNC 2014), December 2014, pp. 1-8. i.24 Claudia Campolo, Antonella Molinaro, Riccardo Scopigno: “Vehicular ad hoc Networks, Standards, Solutions, and Research“, ISBN: 978-3-319-15496-1 (Pri
43、nt), 978-3-319-15497-8 (Online). i.25 “Highway Capacity Manual“, Transportation Research Board, Washington, D.C. 2010. ISBN 978-0-309-16077-3. ETSI ETSI TR 101 613 V1.1.1 (2015-09) 8 3 Definitions, symbols and abbreviations 3.1 Definitions For the purposes of the present document, the terms and defi
44、nitions given in ETSI TS 103 175 i.1, ETSI TR 101 612 i.2 and the following apply: NAV: busy flag defined in i.3 ns-3: discrete-event network simulator for Internet systems, targeted primarily for research and educational use. NOTE: ns-3 is free software, licensed under the GNU GPLv2 license, and is
45、 publicly available for research, development, and use. 3.2 Symbols For the purposes of the present document, the following symbols apply: Adaption parameter that control the DCC algorithm Adaption parameter that control the DCC algorithm Default packet length for the simulations CBPTargetTarget cha
46、nnel load CBRnCBR measured at the nth monitoring interval CLnChannel load calculated upon measurement of CBRnN_GenCam Maximum number of consecutive CAM generations due to the elapsed time since the last CAM generation NDL_maxChannelLoad The channel is considered to be overloaded if the CBP is larger
47、 than this value NDL_minChannelLoad The channel is considered to be mainly free if the CBP is smaller than this value NDL_TimeDown controls how fast DCC reacts to channel load decrease NDL_TimeUp controls how fast DCC reacts to channel load increase rjMessage rate of ITS-S j TBUSY, TbusyTotal time d
48、uring which the channel is indicated as busy during TmonT_GenCam Currently valid upper limit of the CAM generation interval T_CheckCamGen Time period for checking the generation of a new safety message T_GenCam_Dcc Initial CAM generation time interval. T_GenCamMin No CAM can be generated with an int
49、erval smaller than this variable T_GenCamMax No CAM can be generated with an interval greater than this variable Tmonitor, TmonCBR monitoring interval 3.3 Abbreviations For the purposes of the present document, the following abbreviations apply: A-DCC Adaptive DCC AIFS Arbitration Inter Frame Space BSM Basic Safety Message BTP Basic Transport ProtocolCAM Cooperative Awareness Message CBP Channel Busy Percentage CBR Channel Busy Ratio CCA Clear Channel Assessment CCH Control Channel CL Channel Loa
