Antennas are essential components in any wireless communication system. To evaluate them is challenging, especially when new technologies are emerging. Future intelligent transport systems, where vehicular communications play an important role will cover important aspects such as traffic safety and traffic efficiency. These applications will be covered by technologies such as IEEE 802.11p and LTE. For these emerging technologies, traditional methods for measuring the vehicular antennas such as anechoic chamber measurements or expensive and time-consuming field measurements may not be enough or suitable. Thus a new method for evaluating the antennas performance is desirable. A method that includes the multipath environment to give an idea of the antenna performance in the whole system and at the same time be able to be applied at early stages of product development. This thesis aims to provide such method. The thesis is divided in two parts. The first part contains an overview and background of important concepts needed for development of methods for evaluation of vehicular antennas. In the second part, the papers that constitute the core of this work are appended. In Paper A, we evaluate the vehicle’s antenna performance using only simulations. We start by defining the multipath environment for vehicle-tovehicle and vehicle-to-infrastructure (V2X) communication. Then, the V2X environment is simulated using a multipath simulation tool to evaluate the vehicle’s antennas radiation patterns placed at different positions on the vehicle. This will result in the received power cumulative distribution functions (CDFs) for the voltage samples at the receiving antennas port. In Paper B, we present the design and evaluation of an antenna module for IEEE 802.11p and LTE technologies. The module is designed taking into consideration the available space and suitable placement on the vehicle. The proposed module is in accordance with the requirements for LTE and IEEE 802.11p technologies. This is validated with the analysis of the antenna efficiencies, S-parameters, radiation patterns, and diversity performance for the simulated and measured antenna module. Finally, Paper C presents a method for the evaluation of V2V antennas in a simulated measurement-based multipath environment. Here, a measurement campaign is performed to obtain the parameters (i.e., the angular received power spectrum) that define a realistic V2V multipath environment. These parameters are then introduced in a multipath simulation tool where the antennas radiation patterns are evaluated. Results are expressed in terms of received power CDFs. This method is validated by comparing the simulated and measured received power for two roof-top vehicle antennas.

This work was motivated by the idea of developing a more encompassing collision avoidance system that supported vehicle to vehicle (V2V) and vehicle to infrastructure (V2I) communications. Current systems are mostly based on line of sight sensors that are used to prevent a collision, but these systems would prevent even more accidents if they could detect possible collisions before both vehicles were in line of sight. For this research we concentrated mostly on the aspect of improving the prediction of a vehicle's future trajectory, particularly on non-straight paths. Having an accurate prediction of where the vehicle is heading is crucial for the system to reliably determine possible path intersections of more than one vehicle at the same time. We first evaluated the benefits of merging Global Positioning System (GPS) data with the Geographical Information System (GIS) data to correct improbable predicted positions. We then created a new algorithm called the Dead Reckoning with Dynamic Errors (DRWDE) sensor fusion, which can predict future positions at the rate of its fastest sensor, while improving the handling of accumulated error while some of the sensors are offline for a given period of time. The last part of out research consisted in the evaluation of the use of smartphones' built-in sensors to predict a vehicle's trajectory, as a possible intermediate solution for a vehicle to vehicle (V2V) and vehicle to infrastructure (V2I) communications, until all vehicles have all the necessary sensors and communication infrastructure to fully populate this new system. For the first part of our research, the actual experimental results validated our proposed system, which reduced the position prediction errors during curves to around half of what it would be without the use of GIS data for prediction corrections. The next improvement we worked on was the ability to handle change in noise, depending on unavailable sensor measurements, permitting a flexibility to use any type of sensor and still have the system run at the fastest frequency available. Compared to a more common KF implementation that run at the rate of its slowest sensor (1Hz in our setup), our experimental results showed that our DRWDE (running at 10Hz) yielded more accurate predictions (25-50% improvement) during abrupt changes in the heading of the vehicle. The last part of our research showed that, comparing to results obtained with the vehicle-mounted sensors, some smartphones yield similar prediction errors and can be used to predict a future position.

First, the introduction of IEEE 802.11p will be made. There are some issues of IEEE 802.11p under vehicular environment And its OFDM system suffers much loss in time-varying fading channel. To mitigate the performance degradation, we combine Columnwise Complementary Codes with IEEE 802.11p to resist the interference caused by high-speed mobile channel. Finally, we will show some simulation results of CCC-OFDM system compared with the original OFDM system working in the IEEE 802.11p environment.

Vehicular Ad-hoc Network (VANET) is considered to be a viable technology for inter- vehicle communications for the purpose of improving road safety and efficiency. The En- hanced Distribution Channel Access (EDCA) mechanism and multichannel operations are introduced to ensure the Quality of Service (QoS). Therefore, it is necessary to create an accurate vehicular network simulator that guarantees the vehicular communications will work as described in the protocols. A comprehensive vehicular network simulator should consider the interaction between mobility models and network protocols. In this dissertation, a novel vehicular network simulation environment, VANET Toolbox, designed using discrete-event system (DES) is presented. The APP layer DES Module of the proposed simulator integrates vehicular mo- bility operations with message generation functions. The MAC layer DES module supports single channel and multichannel EDCA operations. The PHY layer DES module supports bit-level processing. Compared with packet-based simulator such as NS-3, the proposed PHY layer is more realistic and accurate. The EDCA scheme is evaluated and compared with the traditional Carrier-Sensing Mul- tiple Access (CSMA) scheme, with the simulations proving that data with different priorities can coexist in the same channel. The multichannel operation for the EDCA scheme is also analyzed in this dissertation. The multichannel switching operation and coordination may cause packet dropping or increased latency to the communication. The simulations show that with heavy network traffic, multichannel communication performs better than single channel communication. From the perspective of safety-related messages, the multichannel operation is able to isolate the interference from the non-safety messages in order to achieve a better packet delivery rate and latency. On the other hand, the non-safety messages can achieve high throughput with reasonable latency from multichannel communication under heavy load traffic scenario.

A major component of future communication systems is vehicle-to-vehicle (V2V) communications, in which vehicles along roadways transfer information directly among themselves and with roadside infrastructure. Despite its numerous potential advantages, V2V communication suffers from one inherent shortcoming: the stochastic and time-varying nature of the node distributions in a vehicular ad hoc network (VANET) often leads to loss of connectivity and lower coverage. One possible way to improve this coverage is to allow the vehicular nodes to connect to the more reliable cellular network, especially in cases of loss of connectivity in the vehicular network. In this thesis, we analyze this possibility of boosting performance of VANETs, especially their node coverage, by taking assistance from the cellular network. The spatial locations of the vehicular nodes in a VANET exhibit a unique characteristic: they always lie on roadways, which are predominantly linear but are irregularly placed on a two dimensional plane. While there has been a signifcant work on modeling wireless networks using random spatial models, most of it uses homogeneous planar Poisson Point Process (PPP) to maintain tractability, which is clearly not applicable to VANETs. Therefore, to accurately capture the spatial distribution of vehicles in a VANET, we model the roads using the so called Poisson Line Process and then place vehicles randomly on each road according to a one-dimensional homogeneous PPP. As is usually the case, the locations of the cellular base stations are modeled by a planar two-dimensional PPP. Therefore, in this thesis, we propose a new two-tier model for cellular-assisted VANETs, where the cellular base stations form a planar PPP and the vehicular nodes form a one-dimensional PPP on roads modeled as undirected lines according to a Poisson Line Process. The key contribution of this thesis is the stochastic geometric analysis of a maximum power-based cellular-assisted VANET scheme, in which a vehicle receives information from either the nearest vehicle or the nearest cellular base station, based on the received power. We have characterized the network interference and obtained expressions for coverage probability in this cellular-assisted VANET, and successfully demonstrated that using this switching technique can provide a significant improvement in coverage and thus provide better vehicular network performance in the future. In addition, this thesis also analyzes two threshold-distance based schemes which trade off network coverage for a reduction in additional cellular network load; notably, these schemes also outperform traditional vehicular networks that do not use any cellular assistance. Thus, this thesis mathematically validates the possibility of improving VANET performance using cellular networks. / Master of Science

Doppler effects on vehicular communication have been theoretically modeled by many researchers. However, very limited experimental studies have been conducted to investigate the impact of Doppler shift on the vehicle-to-vehicle (V2V) communication range and reliability with high speed mobility. The current work-in-progress research aims to quantify the impact of Doppler effects on V2V communication reliability, range, and reachability using singlehop Dedicated Short Range communications (DSRC) between two opposite traffic. We conducted our experiments by mounting the after-market DSRC on-board units on the dashboard of two vehicles that cross each other from opposite directions with constant relative speeds on a real interstate freeway. Our preliminary results indicate that the communication time and range drop to approximately 70% and 40% after the two vehicles cross and start moving away from each other with the average relative speeds of 110 and 140 mph, respectively. Similarly, the packet delivery ratio is also drastically reduced after the vehicles start moving away from each other. Apparently, these results indicate that there might be a strong effect of Doppler phenomena on the transmission range, packet delivery rate and the duration of the communication.

L’évolution des systèmes de communications sans fil a permis d’envisager de très nombreuses applications pour les systèmes de transport intelligents (ITS). Elles peuvent ou non utiliser une infrastructure et iront de la sécurité routière aux applications de confort du conducteur ou aux jeux en réseaux. La mise à jour de cartes constitue de notre point de vue une application représentative dans la mesure où ce n’est pas une application de sécurité en tant que telle, mais qu’en revanche elle peut contribuer à réduire les embouteillages en améliorant l’efficacité dans la prise de décisions des conducteurs. Elle possède des caractéristiques facilement identifiables : volume élevé de données, faible contrainte de délai, possibilité de mise en œuvre par des communications d’infrastructure à véhicule, entre véhicules, et hybrides. L’objectif est que les contenus soient téléchargés intégralement par tous les véhicules en un temps minimal, en utilisant le moins de ressources possible et au moindre coût. Les solutions qui sont apparues comme les plus adaptées ont concerné l’utilisation de solutions 802.11p avec ou sans infrastructure. Dans le cas de solutions avec infrastructure, un certain nombre de points d’accès diffuseront des informations avec des zones de couverture le plus souvent disjointes. Vu les tailles de zone retenues et/ou le débit consacré à ce type d’applications, le passage devant un seul point d’accès ne suffira pas à télécharger de telles cartes. Il s’agit alors de définir des stratégies de diffusion d’information. Une première étude a consisté à comparer une stratégie unicast à du broadcast/multicast. Cette dernière se révèle largement meilleure. Une combinaison de ces principes n’améliore pas les performances du système, car le débit consacré à la transmission unicast ne compense pas le débit non utilisé par le broadcast. Le problème provient des doublons reçus par les véhicules en passant auprès de plusieurs points d’accès consécutifs. Afin d’atténuer le phénomène des doublons, nous avons eu recours au Codage Réseau linéaire pseudo-aléatoire. L’idée est que le point d’accès diffuse des combinaisons linéaires de morceaux de fichiers. Le grand nombre de ces combinaisons linéaires réduit de façon significative ce phénomène. De façon complémentaire, nous avons étudié l’utilisation de communications ad-hoc pour combler les morceaux de fichier manquants, en particulier dans le cas d’absence d’infrastructure. Nous avons vérifié que l’on pouvait atteindre de bons résultats dans ce contexte en fonction de la diversité des morceaux de fichiers appartenant aux véhicules rencontrés. / The evolution of wireless communications systems have enabled to consider many applications for Intelligent Transportation Systems (ITS). They may or may not use the infrastructure. They will consider from the traffic safety applications up to the driver’s comfort or network games. The map updates are, from our point of view, a representative application but in the other hand it can help to reduce congestion in improving efficiency in decision making. It has well-defined characteristics : high volume of data, low delay constraint, possibility of implementation of infrastructure-to-vehicle communications, between vehicles and hybrids. The objective is that the contents are fully downloaded by all vehicles in minimum time, using fewer resources and lower costs. The solutions that have emerged as the most suitable concerned the use of the technology 802.11p with or without infrastructure. In the case of solutions with infrastructure, a number of access points broadcast information with coverage areas most often disjointed. Given the size of area used and/or flow devoted to this type of applications, the transition to a single access point is not enough to download these maps. It is then to define strategies of information dissemination. A first study was to compare a unicast strategy face to broadcast/multicast strategy. The latter appears largely improved. A combination of these principles does not improve system performance, because the flow devoted to unicast transmission does not compensate for the flow not used by the broadcast. The problem is duplicate chunks received by vehicles passing from several consecutive access points. To mitigate the phenomenon of duplication, we used the linear network coding pseudorandom. The idea is that the access point broadcasts linear combinations of chunks of files. The large number of these linear combinations significantly reduces this phenomenon. In a complementary manner, we investigated the use of ad hoc communications to fill the missing chunks of file, particularly in the absence of infrastructure. We verified that we could achieve good results in this context based on the diversity of chunks of files which are owned by the encountered vehicles.

Autonomous vehicles are a rising technology that aims to change the way people think about mobility in the future. A crucial step towards that goal is the assurance that malicious actors cannot instigate accidents that could lead to damages or loss of life. Currently, vehicle platoons, that is vehicles cooperating together to increase fuel saving and driver comfort, are used in limited environments and are the focus of research aimed to make them suitable for real-world wide usage. In that regard, guaranteeing that the vehicle is able to operate alongside other entities, autonomous or not, in the traditional sense is not adequate. The computer systems involved can be the target or the source of a malicious act without the knowledge of the operator in either case. In the context of platooning, these acts can have devastating effects and can originate either from other vehicles on the road or from within, from compromised vehicles that are part of the formation. In this thesis, the focus is centered around the latter. We investigate jamming and data falsification attacks that aim to either destabilize the platoon, thus, reducing its benefits or provoke an accident. These attacks are more difficult to discern and will range from simple falsification attacks to more complex ones that aim to bypass defensive mechanisms. In that sense, we direct our experiments against the platoon maneuvers that are a core functionality of platooning and are required for its nominal operation. The results of this analysis show that several attacks can lead to accidents with position falsification being the most productive. It is also demonstrated that a malicious leader can pose a serious threat to the viability of the platoon because of his unique capability of interacting with all the platoon members. Attacks during the platoon maneuvers are demonstrated to pose a threat, not only to the stability of the formation but also the nature of the platooning application itself. This is achieved by effectively isolating the platoon from potential joiners. / Självkörande fordon är en framväxande teknologi med mål att ändra människors framtida inställning till mobilitet. Ett kritiskt steg mot målet är att försäkra sig om att aktörer med ont uppsåt inte kan orsaka olyckor som kan leda till skador eller dödsfall. För närvarande används fordonståg, alltså fordon som samarbetar för att minska bränsleförbrukning och öka körkomfort, i avgränsade miljöer med fokus på att anpassa dessa för verklig användning. Att garantera att fordonet kan köras tillsammans med andra enheter är då inte tillräckligt eftersom dessa system kan bli mål för externa och interna attacker som kan ha förödande konsekvenser. Denna uppsats fokuserar på det senare fallet och undersöker interna datafalsifierings- och frekvensstörningsattacker avsedda att destabilisera fordonståg i syfte att minska deras fördelar eller provocera fram en olycka. Dessa attacker är svåra att urskilja och inkluderar allt från enkla falsifikationsattacker till komplexa attacker som syftar till att kringgå specifika försvarsmekanismer. Med det i åtanke inriktar vi våra experiment mot de manövrar som är en del av fordonstågens grundfunktionalitet och krävs för deras nominella drift. Resultaten av arbetet visar att under fordonstågmanövrar så kan flertalet av de utvärderade attackerna orsaka olyckor och att attacker genom förfalskning av position var speciellt förödande. Vi har även påvisat att en fordonstågsledare med ont uppsåt utgör ett speciellt allvarligt hot mot fordonstågets funktionalitet på grund av dennes unika möjlighet att interagera med alla medlemmar. Attacker under manövrar har visats utgöra ett hot, inte bara mot stabiliteten av formationen, men även mot de grundläggande egenskaperna hos systemet själv såsom att isolera fordonståget från nya medlemmar.

Målet med examensarbetet har varit att samla information åt ett tekniskt konsultföretag för att öka deras kunskap om autonoma system och fordonskommunikation. Statusen på arbetet kring dessa aktiva säkerhetssystem hos olika aktörer och hur systemen implementeras i dagens och framtidens fordon har undersökts genom omfattande litteraturstudier, intervjuer och marknadsanalyser. De autonoma systemen kan samla information från omgivningen genom sensorer och bidra till ett jämnare trafikflöde, ökad säkerhet, lättare bilar och bättre miljö. Genom fordonskommunikationen kan fordon kommunicera med varandra samt infrastrukturen och garantera en säker bilfärd. År 2030 utgörs innerstaden av autonom, elektrifierad kollektivtrafik för att transportera människor på begäran, samtidigt som personbilar till viss del förbjuds. Potentiella behov för människan i en fullt autonom bil har identifierats och diverse produktutvecklingsmetoder har tillämpats för att utforma två konceptuella lösningar för en framtida bilinteriör. Lösningarna visar interaktionen mellan människa och system eftersom underhållning och bekvämlighet blir viktigt i en fullt autonom bil. Respektive lösning är statsägd och rymmer fyra passagerare. I lösningarna är sittplatserna placerade på ett sätt som underlättar kommunikation mellan passagerarna. Passagerarna kan underhållas eller informeras individuellt eller gemensamt via text, ljud och bild. / The goal with this thesis project has been to collect information for a technical consulting company in order to increase their knowledge about autonomous systems and vehicular communication. The status of how various operators work with active safety systems and how the systems are implemented in current and future vehicles has been investigated through extensive literature studies, interviews and market research. The autonomous systems can collect information from the surrounding through sensors and contribute to better traffic efficiency, increased safety, lighter cars and a better environment. Through vehicle communication, the vehicle can communicate with each other in order to guarantee a safe ride. In 2030 the inner city constitutes of autonomous, electrified public transport to transport people on demand, meanwhile private cars are prohibited. Potential needs for the human in a fully, autonomous car has been identified and various product development methods has been applied in order to develop two conceptual solutions for a future car interior. The solutions show the interaction between human and system since entertainment and comfort becomes important in a fully, autonomous car. Each solution is state-owned and holds four passengers. In the solutions, the seats are placed in regard to facilitate communication between the passengers. The passengers can be entertained or informed individually or collectively by text, sound and images.

Det här arbetet har undersökt hur mycket end-to-end delay, packet reception ratio och throughput påverkas av antal bilar, bilars hastighet samt avståndet mellan bilar i en simulerad miljö när standarden IEEE 802.11p och LTE-V2X används för kommunikation. Båda teknologierna använder det licensierade Intelligent Transport System-bandet på 5,9 GHz. För att simulera IEEE 802.11p användes ramverket Veins som kombinerar nätverkssimulatorn OMNeT++ med trafiksimulatorn SUMO, och för LTE-V2X användes SimuLTE. Alla bilar skickade säkerhetsmeddelanden på 320 byte var 100 millisekund. I stadsområdet, korsningen och den raka vägen som studerades presterade IEEE 802.11p bättre än LTE-V2X. Kommunikation med LTE-V2X visade sig vara mycket känsligare för förändringar än när IEEE 802.11p används. När antalet bilar blev fler ändrades delayen betydligt mer för LTE-V2X än IEEE 802.11p. Delayen var nära 0,12 millisekunder i alla tester när IEEE 802.11p användes, medan LTE-V2X varierade från 14 millisekunder till 10 sekunder. Antalet mottagna paket var också mycket högre för IEEE 802.11p än LTE-V2X. Medan packet reception ratio var nära 100% i alla test då IEEE 802.11p användes var LTE-V2X under 50% i de flesta fall. / This study has evaluated the impact on the end-to-end delay, packet reception ratio and throughput of vehicle density, vehicles speed and the distance between vehicles in a simulated environment, where the vehicles were communicating with the standards IEEE 802.11p and LTEV2X. Both technologies operate in the licensed Intelligent Transport System band of 5.9 GHz. The network simulator OMNeT++ was combined with the traffic simulator SUMO to build the V2X simulator. The framework Veins was used to simulate IEEE 802.11p and SimuLTE was used to simulate LTE-V2X. All vehicles sent out safety messages of 320 byte at a rate of 10 Hz, i.e., every 100 milliseconds. In the urban area, intersection and straight road that were studied, IEEE 802.11p performed better than LTE-V2X. It was shown that LTE-V2X is far more sensitive to changes than IEEE 802.11p. When the density got higher the end-to-end delay was changed significantly more for LTE-V2X than IEEE 802.11p. End-to-end delay was near 0.12 milliseconds in all tests when IEEE 802.11p was used, while LTE-V2X ranged from 14 milliseconds to 10 seconds. Packet reception ratio was much higher for IEEE 802.11p than LTE-V2X. While it was near 100% when IEEE 802.11p was used in all tests, LTE-V2X showed a packet reception ratio less than 50% in most cases.