Seminar Report 2021-22 Application of WLAN to Automatic Vehicles

CHAPTER 1

INTRODUCTION

Automated cars definitely are the future means of transportation. Existing

system of transportation is simply not efficient owing to human errors. Thus, creation
of a new system which is fully automated and efficient is need of the hour. In our
system, we connect a car with those in its vicinity using WLAN or wireless LAN in
order to transfer data about the specifications of the car, traffic conditions, lane
shifting and its speed. The computer process this information obtained from other cars
and uses parameter such as road rules obtained from the sensors placed along the
road, the route map derived from the GPS database and radar scanning to maintain
optimum distance between other vehicles and obstructions.

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CHAPTER 2

EXISTING SYSTEM

The Ohio State University Center for Intelligent Transportation Research

(CITR) has developed three automated vehicles demonstrating advanced cruise
control, automated steering control for lane keeping, and autonomous behavior
including automated stopping and lane changes in reaction to other vehicles. Various
sensors were used, including a radar reflective stripe system and a vision based
system for lane position sensing, a radar system and a scanning laser range finding
system for the detection of objects ahead of the vehicle, and various supporting
sensors including side looking radars and an angular rate gyroscope. Whenever
multiple sensors were available, data fusion and fault detection were employed to
maximize functionality without driver involvement. These vehicles were
demonstrated at the National Automated Highway System Consortium (NAHSC)
1997 Technical Feasibility Demonstration in a scenario involving mixed autonomous
and manually driven vehicles interacting in a fully autonomous manner at highway
speeds.

2.1 DRAWBACKS

The system which CITR has developed is applicable only for highways where
there is a single road and constant speed. Such a system would fail if it is applied in a
region of high traffic density such as a big city because of some many other factors
such a taking turns and multiple destinations. For such a situation where you have
different vehicles going to different destinations, communication between the vehicles
is essential and WLAN plays an important role in overcoming this difficulty.

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CHAPTER 3

VEHICLE HARDWARE

The figure below shows the physical layout of the equipment in the vehicle.
Steering, throttle, and brake actuator locations are shown. The steering ECUs are
mounted under the front of the driver’s seat. The DBW ECU is mounted along the
right wall of the trunk. The location of the video camera (replacing the central rear
view mirror), radar RF components (behind the front bumper shroud), and laser
rangefinder (under the front bumper in the air grill) are indicated. The contents of the
trunk, including the image processing computer, vehicle control computer, graphical
status display computer, angular rate gyro, radar signal processing components, and
interface electronics are also shown.

Fig.3.1 Vehicle Hardware

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CHAPTER 4

WLAN

A wireless LAN or WLAN is a wireless local area network, which is the

linking of two or more computers or devices without using wires. WLAN uses spread-
spectrum or OFDM modulation technology based on radio waves to enable
communication between devices in a limited area, also known as the basic service set.
This gives users the mobility to move around within a broad coverage area and still be
connected to the network..SAN JOSE, Calif. Nov. 2003 Cisco Systems Inc.
announced the results of a new study conducted by independent research firm NOP
World Technology, which shows significant productivity gains and increasing
financial returns to organizations adopting a policy of wider wireless local area
network (LAN) deployment. Results from this current 2003 study demonstrate a rise
in employee productivity, increased cost savings and other benefits. While wireless
LANs [for healthcare organizations] have been postulated to represent a major area
for potential growth, widespread deployment has yet to be realized. There remains a
need to quantify the benefits offered by their implementation (including increased
flexibility, productivity, and cost savings). This research has been designed to provide
the required substantiation.

4.1 WLAN PENETRATION

Education has the highest WLAN penetration (at 29%), followed by

manufacturing (23%), healthcare (13%) and government sectors (12%). Beyond these,
most other sectors tend to be implementing WLANs at a relatively laggard pace (with
an average 6% penetration).

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CHAPTER 5

TYPES OF WIRELESS LANS

5.1 PEER-TO-PEER

Fig.5.1 Peer-to-Peer or ad-hoc wireless LAN

An ad-hoc network is a network where stations communicate only peer to peer

(P2P). There is no base and no one gives permission to talk. This is accomplished
using the Independent Basic Service Set (IBSS). A peer-to-peer (P2P) allows wireless
devices to directly communicate with each other. Wireless devices within range of
each other can discover and communicate directly without involving central access
points. This method is typically used by two computers so that they can connect to
each other to form a network.

If a signal strength meter is used in this situation, it may not read the strength
accurately and can be misleading, because it registers the strength of the strongest
signal, which may be the closest computer. 802.11 specs define the physical layer
(PHY) and MAC (Media Access Control) layers. However, unlike most other IEEE
specs, 802.11 includes three alternative PHY standards: diffuse infrared operating at 1
Mbit/s in; frequency-hopping spread spectrum operating at 1 Mbit/s or 2 Mbit/s; and
direct-sequence spread spectrum operating at 1 Mbit/s or 2 Mbit/s. A single 802.11
MAC standard is based on CSMA/CA (Carrier Sense Multiple Access with Collision
Avoidance). The 802.11 specification includes provisions designed to minimize
collisions. Because two mobile units may both be in range of a common access point,
but not in range of each other. The 802.11 has two basic modes of operation: Ad hoc
mode enables peer-to-peer transmission between mobile units. Infrastructure mode in

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which mobile units communicate through an access point that serves as a bridge to a
wired network infrastructure is the more common wireless LAN application the one
being covered. Since wireless communication uses a more open medium for
communication in comparison to wired LANs, the 802.11 designers also included a
shared-key encryption mechanism, called wired equivalent privacy (WEP), or Wi-Fi
Protected Access, (WPA, WPA2) to secure wireless computer networks

Fig.5.2 Wireless LAN Ad Hoc Topology

5.2 BRIDGE

A bridge can be used to connect networks, typically of different types. A wireless

Ethernet bridge allows the connection of devices on a wired Ethernet network to a
wireless network. The bridge acts as the connection point to the Wireless LAN

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CHAPTER 6

WIRELESS DISTRIBUTION SYSTEM

.A Wireless Distribution System is a system that enables the wireless

interconnection of access points in an IEEE 802.11 network. It allows a wireless
network to be expanded using multiple access points without the need for a wired
backbone to link them, as is traditionally required. The notable advantage of WDS
over other solutions is that it preserves the MAC addresses of client packets across
links between access points. An access point can be either a main, relay or remote
base station. A main base station is typically connected to the wired Ethernet. A relay
base station relays data between remote base stations, wireless clients or other relay
stations to either a main or another relay base station. A remote base station accepts
connections from wireless clients and passes them to relay or main stations.
Connections between "clients" are made using MAC addresses rather than by
specifying IP assignments. All base stations in a Wireless Distribution System must
be configured to use the same radio channel, and share WEP keys or WPA keys if
they are used. They can be configured to different service set identifiers. WDS also
requires that every base station be configured to forward to others in the system.
When it is difficult to connect all of the access points in a network by wires, it is also
possible to put up access points as repeaters

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CHAPTER 7

GPS NAVIGATION SYSTEMS

When people talk about ―a GPS,‖ they usually mean a GPS receiver. The
Global Positioning System (GPS) is actually a constellation of 27 Earth-orbiting
satellites (24 in operation and three extras in case one fails). The U.S. military
developed and implemented this satellite network as a military navigation system, but
soon opened it up to everybody else. Each of these 3,000- to 4,000-pound solar-
powered satellites circles the globe at about 12,000 miles (19,300 km), making two
complete rotations every day. The orbits are arranged so that at any time, anywhere on
Earth, there are at least four satellites ―visible‖ in the sky. GPS navigation systems are
a lot more than just maps. They are interactive systems that give you access to all
types of geographical information, from what street you’re driving on to what
landmarks and businesses are nearby. The systems can be mounted in any vehicle.
With the correct software, GPS systems can let you search locations from restaurant
and movie theaters to museums, sports arenas, and ski resorts? all with the touch of a
button.

Fig.7.1 GPS

Some systems even let you enter the phone number of a business to
automatically bring up the address and driving directions. A GPS system that reads
data from a DVD Rom disc is better choice because older systems that use CD ROMs
require users to install a new disc for every region of travel, but DVD systems
typically use a single disc for the entire country, with the disc being updated annually.

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Seminar Report 2021-22 Application of WLAN to Automatic Vehicles

So with the help of this, reaching your destination is as simple as entering your
destination.

7.1 RADAR SCANNING TECHNOLOGY

Radar sensors are placed along the vehicles body and they constantly send out
signals and interpret the reflected signal to calculate the distance of separation. These
sensors help the vehicles to maintain optimum distance between each other and it
constantly alerts the vehicle if the optimum separation is breached.

Fig.7.2 Road Sensors

Sensors are placed all along the centre of the roads, which contain data about the road
such as its width, maximum speed and its position which can integrated with the GPS
navigation system of the vehicle. Hence they give an overall view of the driving
environment.

7.2 INTEGRATION

The information from all the above devices is received by the computer. It considers
the destination to be reached as the priority and uses the GPS system for the shortest

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route. The sensors placed along the road give the car an idea of the driving
environment and actual position and the program makes sure that the vehicle is on the
correct part of the road. If the car has to change its lane i.e., reach the sensor that are
at a different position to those in the present lane then the car sends the same
information to all other cars. But before that the car has to check with the road sensor
whether is an allowed shifting as per the data stored in it, about the road rules. If it is
allowed the computer then contacts other cars in the vicinity and informs them about
its changes and does not proceed until it gets clearance from the required cars. The
other cars depending upon there own requirements adjust their speeds. Then they give
clearance to the car. They automatically slow down, thus creating a sort of buffer
space for the car to enter the next lane. The car then steers itself into the requisite
lane. This enables it to reach its destination safely. The other feature of this system is
the ability to overtake in case of emergency. If any vehicle has an emergency it
conveys the information to the cars around it by this the other cars slow down and an
operation similar to changing lanes take place thus leading to a more effective mode
of transportation. Both the above features have been made possible owing to the
existence of wireless LAN, which enables connection of mobile devices over a range
sufficient for situations described above and also to the fact that one can attain
significant amount of data transfer rates in WLAN even while traveling at high speeds
as said above, thus WLAN with its appropriate data transfer rates when traveling at
high speeds and good range is extremely applicable in the above scenarios.

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CHAPTER 8

RADIO COMMUNICATION TECHNOLOGIES

With the utility of MAVLink protocol and advantages of its encapsulation and
transmission by means of IP protocol, it remains to be verified if available
communication technologies are well suited for this manner of MAVLink message
transmission. We have decided to focus our further attention on two main groups of
technologies, which either are currently employed for UV external communication
tasks or can be utilized in such a manner: direct-link radio solutions and Wireless
Local Area Networks.

8.1. DIRECT-LINK RADIO TECHNOLOGIES

Solutions belonging to this group employ narrowband radio technologies for

direct MAVLink communication between ground stations and UVs. They are widely
used for this purpose due to their straightforward integration and configuration
process. Such communication devices most often provide a serial interface for data
transfer, sometimes including optional USB to serial converter and are configured by
commands following at AT standard, which allows the same serial interface to be
used for both configuration and data transfer.

Devices of this group frequently follow Listen Before Transmit (LBT)

procedures as defined by European Telecommunications Standards Institute (ETSI)
and employ different variations of Automatic Frequency Agility (AFA) mechanisms
to share the wireless transmission medium with other devices. The use of LBT allows
them to disregard duty cycle restrictions strictly limiting the maximum percentage of
time in which devices without LBT support are allowed to transmit on a specific
channel. Listen Before Talk procedure requires a device to verify that the frequency
channel it is planning to transmit on is free, which it does by listening on such channel
for a specific (randomized) period of time. If transmission is detected, the device must
wait for the medium to become free. If no transmission is detected, the device may
transmit for a limited time. Following the transmission, it must refrain from
transmitting on the channel for a specified time. LBT procedure reduces the

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probability of failed transmissions due to concurrent activity of many transmitters in

mutual interference range (collisions) and prevents a single transmitter from
occupying the channel.

Automatic Frequency Agility (AFA) mechanisms allow a device to

automatically choose a frequency channel from a given set, but are less strictly
defined than LBT. ETSI suggests that AFA procedures should lead to uniform spread
of channel load in a given frequency band, but mechanisms implemented in many
devices have additional goals, such as maximizing transmission time allowed for a
device while still remaining conformant to duty cycle restrictions—it is realized by
periodically switching between different channels within a specific frequency band.
Such devices can work using unlicensed frequency bands: 902–928 MHz (ITU Radio
Region 2) or 433.05–434.79 MHz and 868–870 MHz (ITU Region 1). Because the
bands are utilized by a number of users there are regulations limiting maximum
output power, aiming to reduce interference between them. In band 868–870 MHz a
high power mode can be used only if a duty cycle (percentage of time in that a device
is allowed to transmit) is reduced.

The technologies do not normally include a reliable delivery mechanisms

(such as retransmission-based transport protocols), but more advanced devices
process data using error correcting codes allowing reconstruction of incorrectly
received bits—often as many as 25%. Technologies of this group are widely
employed in simple usage scenarios (for example scenarios with uninterrupted UV
visibility be the operator) due to simplicity of their deployment and, in the case of
more advanced implementations, considerable range of relatively low-frequency,
narrowband communication. However, it should be noted, that UVs often employ not
a single but a number of such communication links, to provide communication
separation between different UV subsystems requiring external communication, and
due to limited communication resources (mostly throughput) provided by a single
link. Limited resources are also a cause for joint employment of both narrowband
technologies and technologies belonging to our second group of interests Wireless
Local Area Networks.

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8.2. WIRELESS LOCAL AREA NETWORK TECHNOLOGIES

The second group of communication technologies considered in this research

are Wireless Local Area Networks. They are broadband computer network solutions
designed for use mostly in popular 2.4 GHz and 5 GHz Industrial, Scientific and
Medical (ISM) bands (with a new 6 GHz unlicensed band available depending on
location).

As computer network technologies they are intended to be used as an

underlying layer for ISO-OSI network layer protocols such as IP [40] (as previously
show in Figure 2) and do not to directly support transmission of data provided by a
serial interface connection over which MAVLink information exchange is
performedin the case ofdirect-link technologies. On the other hand, communication
links (ISO-OSI layer 2) provided by WLAN devices can be used as elements of multi-
element network systems (layer 3) as described in the previous section.

Over such a network information is transported (layer 4) by methods

appropriate for a particular application (layers 5–7)—one of which can be MAVLink
information exchange or other data stream required by UV control system or its
mission-specific payload. The popularity of WLAN technologies in a modern IT
infrastructure is both caused by and leads to high availability their implementations in
COTS (Commercial Off The Shelf) devices.

The most popular of modern WLAN technologies is theWi-Fi technology

based on IEEE 802.11 standard [8], developed and extended continuously since its
first publication in 1997. At first capable of providing 2 Mbps transmission speeds, it
is now theoretically capable reaching almost 10 Gbps (Wi-Fi 6, based on IEEE
802.11ax standardization , while its actual implementations most commonly provide
up to 1.3 Gbps (Wi-Fi 5, IEEE 802.11ac). Such high throughput makes it possible for
data streams generated by many different services to be transmitted over a single
radio link. To further facilitate this use-case, a traffic prioritization mechanisms have
been developed and implemented (IEEE 802.11e ), allowing traffic to be divided into
4 classes each offering different Quality of Service characteristics:

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 Best effort—intended for bulk data transfers, with no specific real-time

requirements;
 Video—appropriate for video streaming, providing high bandwidth, but
allowing for increased delivery latency in overload conditions;
 Voice—making possible a low-latency, but also low-bandwidth data
exchange, well suited for real-time communication and control tasks;
 Background—used for data transfers which should minimally impact traffic in
other classes even in overload conditions.

Designed to provide means of popular, local network communication, Wi-Fi

utilizes wide frequency channels (20–160 Mhz) in ISM bands and conforms with
legal limitations regarding transmission power, which, depending on the particular
band, range from 20 mW to 4 W of effective isotropic radiated power (EIRP). Such
configuration of a radio interface tends to result in short range of communication,
especially when using high efficiency modulations such as 64-QAM or 256-QAM.
Because of that Wi-Fi technology includes a dynamic rate selection mechanism,
which automatically chooses the best modulation and coding scheme possible to use
in specific conditions, based on quality of the received signal. Such approach allows
devices to retain the radio link despite decreasing signal strength, by using less
efficient modulation and coding which results in reduced band width. Additionally,
various types of directional antennas can be employed to allow a long range
communication—for example popular 120 sector antennas of 12–19 dBi gain or
omnidirectional antennas of narrow vertical beam and about 6–11 dBi gain.

Popularity of Wi-Fi installations makes it necessary for the technology to

incorporate advanced medium access control mechanisms, allowing multiple devices
to operate over the same area and share radio resources. A combination of complex
medium sensing techniques (enabling dynamic selection of frequency channel width
for both coexistence and throughput improvement) and Carrier Sensing Multiple
Access with Collision Avoidance (CSMA/CA) [57] protocol used for distributed
medium access control make it possible for as much as tens of independent networks
to operate over the same area. It should be noted, however, that CSMA/CA is a

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contention based protocol and its efficiency will visibly decrease with the increase of
the number of competing stations operating on interfering frequency channels .

However, apart from theWi-Fi technology there are other WLAN technologies
available on the market—for example an NV2 technology developed by Mikrotik.
While most of its radio transmission mechanisms are based on IEEE 802.11, it
employs a different the medium access protocol—a controlled access solution based
on Time Division Multiple Access (TDMA) principle, where transmissions in the
network are scheduled by a controlling device. As a result, efficiency of medium
utilization remains high even with many stations participating in the network and
stability of network connection (ability to remain connected in a changing
propagation environment) is also improved.

Characteristics of WLAN technologies seem to indicate, that they should be

able to provide an UV with a broadband communication option, sufficient not only for
MAVLinkover- IP control and telemetry flows, but also for simultaneous
transmission of various bandwidth intensive data streams (such as high-quality video
or sensor readings). At the same time, care should be taken to ensure appropriate
WLAN communication coverage due to their potentially limited range

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CHAPTER 9

INTER VEHICLE WIRELESS COMMUNICATION

Road and traffic safety can be improved if drivers have the ability to see
further down the road and know if a collision has occurred, or if they are approaching
a traffic jam. This can become possible if drivers and vehicles communicate with each
other and with roadside base stations. If traffic information was provided to drivers,
police, and other authorities, the roads would be safer and traveling on them would
become more efficient. Researchers are greatly interested to develop vehicular
communication and networking technology in two realistic ways vehicle to vehicle
(V2V) in ad hoc mode and vehicle to infrastructure (V2I) with fixed nodes along the
road. We use Bluetooth, infrared ,R.F, zigbee or IEEE 802.11for wireless connection
between two vehicles. Wireless networking based on IEEE802.11 technology has
recently become popular and broadly available at low-cost for home networking and
free Wi-Fi or commercial hotspots. The DSRC starting idea was to equip vehicular
network nodes with offthe- shelf wireless technology such as IEEE802.11a.

It is possible for communicating vehicles to use both infrared and radio waves.
VHF and microwaves are a type of broadcast communication while infrared and
millimeter waves are a type of directional communication. For instance, 75 MHz is
allotted in the 5.9 GHz band for dedicated short range communication (DSRC). It is
possible to use Bluetooth, which operates in the 2.4 GHz industry, science, and
medicine (ISM) band, to set up the communication between two vehicles. It is reliable
up to a speed of 80 km/h and range of 80 m. However, it can take up to 3 seconds to
establish the communication. Also, since Bluetooth requires a master and slave setup,
the master could potentially\ refuse a communication request. In addition, the master
may already be communicating with another slave,which would lower the possible
communication rate.

This section summarizes MAC protocol specifics as they apply within IVC.
Performance measurements are reviewed, and several new concepts are presented. An
ad-hoc network between vehicles is better suited for vehicle communications than

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centralized service. The centralized architecture is not very efficient since information
has to go from one vehicle to a central base station and then back to another vehicle.
Wireless connectivity between moving vehicles can be provided by existing 802.11
compliant devices. Data rates of up to 54 Mbps can be achieved with 802.11a
hardware. This type of communication can be made affordable if the unlicensed ISM
bands are used. Compared to indoor Wireless Local Area Network (WLAN) uses,
vehicular traffic scenarios have greater challenges. These are caused by the varying
driving speeds, traffic patterns, and driving environments. Performance measurements
by an 802.11b-based

WLAN in vehicular scenarios have been made. Two vehicles with IEEE
802.11b WLAN cards, and laptops running Linux were used for the tests.
Omnidirectional antennae were mounted on the top of the cars to increase the range of
connectivity. The cars also had GPS devices to allow their location and velocity to be
tracked. One of the laptops is set up as the sender of streaming User Datagram
Protocol (UDP) packets, while the other is set up as the receiver. Each of the wireless
cards are set up to operate in broadcast ad-hoc mode. This mode disables MAC
retransmissions. The sender generates random bits in the UDP packets. Every second
the GPS devices provide latitude, longitude, speed, and bearing. Signal quality
information is logged at the receiver via the wireless MAC software utilities. The bit
reception rate at the receiver, or throughput, is determined by the number of packets
received every second. The number of lost packets and signal to noise ratio (SNR), or
link quality, are also noted at the receiver. These performance parameters are
measured while the separation and relative velocity between the two vehicles is
varied. To measure the connectivity of the vehicles, tests were performed with the
vehicles following and crossing each other.

The 802.11b WLAN performance worsened with difficult communication

scenarios. For instance, the link quality (or SNR) degraded with increasing distance.
A sub- urban environment, with 40 mph speed limits and containing a few building
structures and roadside tree groups, showed the best link quality. The vehicles stopped
at traffic lights in this environment, but not frequently. Urban environments had speed
limits up to 25 mph and contained roadside building constructions. The traffic
scenario was a rush hour traffic jam. The vehicles stopped often at traffic lights and in

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jams. These were the worst conditions for inter-vehicle communication. The link
quality of the freeway environment (open area with little roadside vegetation and
speed limits of 65 mph) lies in between the sub-urban and urban. The freeway-
crossing test, surprisingly, showed an increase in link quality until the vehicles were
separated by 500 meters, and then it began to decrease.

The throughput also decreased as the distance increased. In the freeway-

crossing case, however, the throughput initially increased with distance before starting
to fall. In the sub-urban case, the throughput fell as the velocities of the vehicles
increased. Increasing the packet size from 256 to 1024 bytes appeared to increase the
throughput for urban scenarios. It also helped in the freeway crossing case, when the
vehicles were separated by smaller distances. At larger separations a smaller packet
size was better. The connectivity was maintained while the vehicles were separated by
up to 1000 meters. The connectivity appeared to be better with a smaller packet size.

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CHAPTER 10

ADVANTAGES

The advantages of wlan are its portability, ease of installation, and practicality.
The most appealing aspect of wlan is its convenience, it allows flexibility and
roaming. A user is not tied down to a lan and can move around with relative ease
while staying connected. Wlan are also easy to install, an entire network can be put
together in a matter of hours rather than days. Finally, wlan may be installed where
rewiring is impractical. Wireless systems can be installed in different environments
and users can communicate with the existing wired network through access points or
wireless adapters. The popularity of wireless LANs is a testament primarily to their
convenience, cost efficiency, and ease of integration with other networks and network
components. The majority of computers sold to consumers today come pre-equipped
with all necessary wireless LAN technology.

These are the benefits of wireless LANs:

Convenience

The wireless nature of such networks allows users to access network resources from
nearly any convenient location within their primary networking environment (home or
office). With the increasing saturation of laptop-style computers, this is particularly
relevant.

Mobility

With the emergence of public wireless networks, users can access theinternet even
outside their normal work environment. Most chain coffee shops,for example, offer
their customers a wireless connection to the internet at little orno cost.

Productivity

Users connected to a wireless network can maintain a nearly constant affiliation with
their desired network as they move from place to place. For a business, this implies

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that an employee can potentially be more productive as his or her work can be
accomplished from any convenient location.

Deployment

Initial setup of an infrastructure-based wireless network requires little more than a

single access point. Wired networks, on the other hand, have the additional cost and
complexity of actual physical cables being run to numerous locations (which can even
be impossible for hard-to-reach locations within a building).

Expandability

Wireless networks can serve a suddenly-increased number of clients with the existing
equipment. In a wired network, additional clients would require additional wiring.

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CHAPTER 11

DISADVANTAGES

The biggest block to growth of wlan is its high cost. The disadvantages
common to all types of wlan are its cost, transmission speed, connection distance, and
FCC regulations. The major reason why automated analyses of traffic images have
been failed is that there does not exist any robust tracking algorithms against such
crowded situations at intersections. It's a problem with automatic vehicles; if you've
got a child and he or she turns the key to listen to the radio, it's possible for the car to
be accidentally shifted into gear. As the car is set into motion, the child can become
frightened and jump or fall from the vehicle. Statistics reveal that at least 100 children
have been killed or injured in this way.Speed is another disadvantage of wireless
LAN. Wireless devices are almost always slower than the same network using a wired
configuration (about 4 to 6 megabits per second). Wireless lans can transmit up to
1,00 feet without losing connection. The rule of wireless transmission, the higher the
data rate, the shorter the range. Fcc regulations only applies to radio frequencies since
fcc does not regulate the infrared transmission. Radio-transmission uses spread
spectrum transmission distributes, or spreads, a radio signal over a broad frequency
range

Wireless LAN technology, while replete with the conveniences and

advantages described above has its share of downfalls. For a given networking
situation, wireless LANs may not be desirable for a number of reasons. Most of these
have to do with the inherent limitations of the technology

Security: Wireless LAN transceivers are designed to serve computers

throughout a structure with uninterrupted service using radio frequencies. Because of
space and cost, the antennas typically present on wireless networking cards in the end
computers are generally relatively poor. In order to properly receive signals using
such limited antennas throughout even a modest area, the wireless LAN transceiver
utilizes a fairly considerable amount of power. What this means is that not only can
the wireless packets be intercepted by a nearby adversary's poorly-equipped

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Seminar Report 2021-22 Application of WLAN to Automatic Vehicles

computer, but more importantly, a user willing to spend a small amountof money on a
good quality antenna can pick up packets at a remarkable distance; perhaps hundreds
of times the radius as the typical user. In fact, there are even computer users dedicated
to locating and sometimes even cracking into wireless networks, known as war
drivers. On a wired network, any adversary would first have to overcome the physical
limitation of tapping into the actual wires, but this is not an issue with wireless
packets. To combat this consideration, wireless networks users usually choose to
utilize various encryption technologies available such as Wi-Fi Protected Access
(WPA). Some of the older encryption methods, such as WEP are known to have
weaknesses that a dedicated adversary can compromise.

Range: The typical range of a common 802.11g network with standard

equipments on the order of tens of meters. While sufficient for a typical home, it will
be insufficient in a larger structure. To obtain additional range, repeaters or additional
access points will have to be purchased. Costs for these items can add up quickly.
Other technologies are in the development phase, however, which feature increased
range, hoping to render this disadvantage irrelevant

Reliability: Like any radio frequency transmission, wireless networking

signals are subject to a wide variety of interference, as well as complex propagation
effects (such as multipath, or especially in this case Rican fading) that are beyond the
control of the network administrator. One of the most insidious problems that can
affect the stability and reliability of a wireless LAN is the microwave oven. In the
case of typical networks, modulation is achieved by complicated forms of phase-shift
keying (PSK) or quadrature amplitude modulation (QAM), making interference and
propagation effects all the more disturbing. As a result, important network resources
such as servers are rarely connected wirelessly.

Speed: The speed on most wireless networks (typically 1-108 Mbit/s) is

reasonably slow compared to the slowest common wired networks (100 Mbit/s upto
several Gbit/s). There are also performance issues caused by TCP and its built-in
congestion avoidance. For most users, however, this observation is irrelevant since the
speed bottleneck is not in the wireless routing but rather in the outside network
connectivity itself. That is to say, in most environments, a wireless network running at
its slowest speed is still faster than the internet connection serving it in the first place.

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Seminar Report 2021-22 Application of WLAN to Automatic Vehicles

However, in specialized environments, higher throughput through a wired network

might be necessary. Newer standards such as 802.11n are addressing this limitation
and will support peak throughputs in the range of 100-200 Mbit/s.

Cost: Wireless networking hardware is at worst a modest increase from wired

counterparts. This potentially increased cost is almost always more than outweighed
by the savings in cost and labor associated to running physical cables Most of these
have already been covered above. To recap, they are slower, heavier, more expensive
(both to buy and repair), less efficient, and less reliable. Plus, there are a few times
where I have nearly had an accident due to unwanted downshifts, which are
impossible with a manual

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Seminar Report 2021-22 Application of WLAN to Automatic Vehicles

CHAPTER 12

CONCLUSION

We are essentially proposing automated chauffeurs, which can take the user,
to his destination by just entering it, safely, efficiently and in an overall aspect, more
organized way. The user need not be a driver and need not even accompany the car.
This would permit children, old people, drunks, and the blind greater personal
freedom. The car can deliver a user to a place where there is no parking, go away and
park, and return when summoned. Thus, the system is to have almost all of the
capabilities of a chauffeur. Human drivers are extremely inefficient in their use of
road space. Another major factor is driver reaction time. If one were to write an
equation for determining headway (the space between cars on the highway), reaction
time would be a major term. Average reaction time for human drivers is probably on
the order of two seconds.

An automated system could have dramatically reduced reaction time and

headway. Another factor is the precision of human drivers. Notice that while cars are
about 6 feet wide, highway lanes are 12 feet wide. An automated system could be
more precise and therefore require less lateral space. An automated system could have
much faster reaction time and also other characteristics which would dramatically
reduce space requirements. An automated system can have major advantages over the
current system in the areas of road space utilization and safety. To the extent that we
could replace safety related driver functions with technology, an automated system
could eventually be very substantially safer than the existing system in that we could
bring technology to bear directly on a problem that is now virtually completely driver
controlled. Vehicle automation could therefore easily be the greatest public health
advance of the twenty-first century.

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Seminar Report 2021-22 Application of WLAN to Automatic Vehicles

REFERENCES

1. P. R. Chevillat and W. Schott, ―Broadband radio LANs and the evolution of

wirelessbeyond 3G,‖ IBM Journal of Research and development, Volume 47,
Number 2/3, 2003.
2. Keith A. Redmill and Umit Ozguner, the Ohio State University Automated
HighwaySystem Demonstration Vehicle, 1998 SAE Internation
3. Q. Xu, R. Sengupta, and D. Jiang, ―Design and Analysisof Highway Safety
Communication Protocol in 5.9 GHzDedicated Short-Range Communication
Spectrum,‖Proc. IEEE VTC, vol. 57, no. 4, 2003, pp. 2451–55.
4. ASTM E2213-03, ―Standard Specification for Telecommunicationsand
Information Exchange Between Roadsideand Vehicle Systems — 5 GHz Band
DedicatedShort Range Communications (DSRC) Medium AccessControl
(MAC) and Physical Layer (PHY) Specifications,‖ASTM Int’l., July 2003.

Dept. of Electronics Engg. 25 S.R.G.P.T.C Thriprayar