Schweitzer Fachinformationen
Wenn es um professionelles Wissen geht, ist Schweitzer Fachinformationen wegweisend. Kunden aus Recht und Beratung sowie Unternehmen, öffentliche Verwaltungen und Bibliotheken erhalten komplette Lösungen zum Beschaffen, Verwalten und Nutzen von digitalen und gedruckten Medien.
The advent of the automated and connected vehicle will require the implementation of high-performance communication systems: Cooperative Intelligent Transport Systems (C-ITS). However, controlling and managing these C-ITS is complex. A number of points need to be jointly considered: 1) a high level of performance to guarantee the Quality of Service requirements of vehicular applications (latency, bandwidth, etc.); 2) a sufficient level of security to guarantee the correct operation of applications; and 3) the implementation of an architecture that guarantees interoperability between different communication systems.
In response to these issues, this book presents new solutions for the management and control of Intelligent and Cooperative Transport Systems. The proposed solutions have different objectives, ranging from increased safety to higher levels of performance and the implementation of new, more energyefficient mechanisms.
Léo Mendiboure is a Research Fellow in Computer Science at the Université Gustave Eiffel (COSYS-ERENA team), France. His research interests include future-generation networks, automated and connected vehicles, and data processing architectures.
Preface xiii Léo MENDIBOURE
Part 1 Introduction to Cooperative Intelligent Transport Systems 1
Chapter 1 Local Interactions for Cooperative ITS: Opportunities and Constraints 3 Jean-Marie BONNIN and Christophe COUTURIER
1.1 Introduction 3
1.2 Ephemeral local interactions: concept and examples 5
1.2.1 Examples of services using ephemeral local interactions 5
1.2.2 Characteristics of ephemeral local interactions 6
1.2.3 Advantages of ephemeral local interactions 8
1.2.4 Suitability of communication technologies for this type of interaction 10
1.3 Local interactions serving cooperative ITS 13
1.3.1 Cooperative ITS services 13
1.3.2 Benefit of ephemeral local interactions for cooperative ITS 14
1.3.3 V2X communication technologies 16
1.3.4 Properties of C-ITS services built on local interactions 18
1.3.5 Limitations and constraints of implementing services built on local interactions 22
1.4 Role of infrastructure in cooperative ITS services 26
1.4.1 Infrastructures dedicated to cooperative ITS 26
1.4.2 Towards an active infrastructure 28
1.5 Conclusion and prospects 29
1.6 References 30
Chapter 2 Evolution of Use Cases for Intelligent Transport Systems 33 Sassi MAALOUL, Hasnaâ ANISS, Marion BERBINEAU and Léo MENDIBOURE
2.1 Introduction 33
2.2 Vehicular communication technologies 34
2.2.1 ITS-G5/IEEE 802.11p technology 35
2.2.2 The 3GPP standard: C-V2X 36
2.2.3 Deployment of ITS technologies 37
2.3 Evolution of use cases 37
2.3.1 Classification of use cases 38
2.3.2 Required performance 40
2.3.3 Example of use cases 41
2.4 Challenges and future services of V2X 48
2.5 Conclusion 49
2.6 References 49
Part 2 Optimization of Data Transmission for Cooperative Intelligent Transport Systems 51
Chapter 3 Towards an Optimization of Data Transmission in Cooperative Intelligent Transport Systems 53 Mohamed BENZAGOUTA, Ramzi BOUTAHALA, Secil ERCAN, Sassi MAALOUL, Hasnaâ ANISS, Léo MENDIBOURE, Marwane AYAIDA and Hacène FOUCHAL
3.1 Introduction 53
3.2 Context 55
3.2.1 C-ITS Services 55
3.2.2 Communication standards 56
3.3 Experimental evaluation of the performance of the C-ITS message broadcasting system 58
3.3.1 C-Roads France project and COOPITS application 58
3.3.2 Experimental environment and measurements 60
3.3.3 Analysis of results 61
3.4 Discussion of the main causes 65
3.4.1 Absence of adaptation to actual conditions 66
3.4.2 Duplication of non-scalable information 66
3.4.3 Broadcasting of information in wide geographical areas 66
3.4.4 High level of security in relation to the risks involved 67
3.5 Recommendations and research avenues 70
3.5.1 Differentiation by traffic conditions 70
3.5.2 Smart broadcasting of constant messages 70
3.5.3 Smart definition of message broadcast areas 70
3.5.4 Security-level optimization 71
3.6 Conclusion 71
3.7 Acknowledgments 72
3.8 References 72
Chapter 4 Efficient Hybridization of C-ITS Communication Technologies 75 Badreddine Yacine YACHEUR, Toufik AHMED and Mohamed MOSBAH
4.1 Introduction 75
4.2 Related works 77
4.3 Definition of a heterogeneous network architecture and design of a protocol stack 79
4.4 RL for selecting the mode of communication 81
4.4.1 Deep reinforcement learning 82
4.4.2 Correspondence with key elements of reinforcement learning 82
4.5 Performance evaluation 87
4.5.1 Simulation framework and scenario 87
4.5.2 DDQL algorithm parameters 89
4.5.3 Simulation results 90
4.6 Conclusion 93
4.7 References 93
Chapter 5 Using SDN Technology to Control C-ITS: Towards Decentralized Approaches 97 Romain DULOUT, Lylia ALOUACHE, Tidiane SYLLA, Léo MENDIBOURE, Hasnaâ ANISS, Virginie DENIAU and Yannis POUSSET
5.1 Introduction 97
5.2 Context 99
5.2.1 SDN-controlled C-ITS architectures (SDVN) 99
5.2.2 Blockchain technology 101
5.3 Application of Blockchain to SDVN architectures 103
5.4 Optimization of Blockchain technology for SDVN architectures 106
5.4.1 New architectures 107
5.4.2 New mechanisms 108
5.5 Future research avenues 109
5.5.1 Optimal positioning of Blockchain nodes 109
5.5.2 Energy consumption reduction 109
5.5.3 Integration of AI and Blockchain 110
5.5.4 A more complete integration between SDN and Blockchain 110
5.6 Conclusion 111
5.7 References 112
Chapter 6 Application of Network Slicing in C-ITS Systems 115 Abdennour RACHEDI, Toufik AHMED and Mohamed MOSBAH
6.1 Introduction 115
6.2 Vehicle-to-everything (V2X) communications 116
6.3 Presentation of V2X technologies 118
6.3.1 Its-g5 119
6.3.2 Lte-v2x 121
6.3.3 5g-v2x 123
6.4 Network slicing for 5G-V2X 125
6.4.1 Network slicing for C-V2X 126
6.4.2 ITS-G5 network slicing 128
6.5 Conclusion 138
6.6 References 138
Part 3 New Approaches to Data Processing in Cooperative Intelligent Transport Systems 141
Chapter 7 A Novel Cloud Approach for Connected Vehicles 143 Geoffrey WILHEM, Marwane AYAIDA and Hacène FOUCHAL
7.1 Introduction 143
7.2 State of the art 144
7.2.1 ETSI standards for C-ITSs 145
7.2.2 Vehicular cloud computing 146
7.2.3 Information-centric networking 147
7.3 The GeoVCDN approach 150
7.3.1 A centralized context-cloud architecture 150
7.3.2 Geographic routing ICN protocol 153
7.3.3 Discussion 160
7.4 Analytical model 160
7.4.1 Description of the model 161
7.4.2 Network modeling 161
7.4.3 Communication environment modeling 164
7.4.4 Message dissemination modeling 165
7.4.5 Approaches 173
7.4.6 Discussion 179
7.5 Evaluation 180
7.5.1 Simulator description 180
7.5.2 Simulation results for network load 182
7.6 Simulation results for data utility 186
7.6.1 Simulation results for data validity 186
7.6.2 Simulation results for data freshness 187
7.6.3 Discussion of the simulation 191
7.7 Use case study 191
7.7.1 Scenario 192
7.7.2 Discussion 194
7.8 Conclusion 195
7.9 Acknowledgment 196
7.10 References 196
Chapter 8 Optimal Placement of Edge Servers in C-ITS Systems 199 Sabri KHAMARI, Toufik AHMED and Mohamed MOSBAH
8.1 Introduction 199
8.2 Context 201
8.2.1 Vehicular applications 201
8.2.2 Multi-access edge computing (MEC) 201
8.2.3 Deployment of MEC systems 201
8.3 State of the art 202
8.4 OptPlacement: efficient edge server placement 203
8.4.1 System modeling 204
8.4.2 Methodology and simulation 208
8.4.3 Performance evaluation 213
8.5 Conclusion 218
8.6 References 219
Chapter 9 Risk Estimation: A Necessity for the Connected Autonomous Vehicle 223 Dominique GRUYER, Sio-Song IENG, Sébastien GLASER,Sébastien DEMMEL, Charles TATKEU and Sabrine BELMEKKI
9.1 Context and objectives 223
9.2 Estimation of risk local to the ego-vehicle: some existing metrics 226
9.3. Development of communication strategy to extend risk: CBL and CBL-G 232
9.4 Computation of cooperative risks: extended local risk and global risk 234
9.5 Impact of global risk and anticipation of risky situations 236
9.6 Discussion 242
9.7 Conclusion and prospects 246
9.8 References 247
Chapter 10 Resilience of Collective Perception in C-ITS - Deep Multi-Agent Reinforcement Learning 251 Imed GHNAYA, Hasnaâ ANISS, Marion BERBINEAU,Mohamed MOSBAH and Toufik AHMED
10.1 Introduction 252
10.1.1 Background and issue 252
10.1.2 Motivation and contribution 253
10.2 State of the art 255
10.2.1 Standardization of collective perception by ETSI 256
10.2.2 Perception data selection and exchange techniques 257
10.3 Mathematical modeling of the cooperative driving environment 258
10.3.1 Awareness and perception data exchange 259
10.3.2 Utility of perception data in the driving environment 260
10.4 Multi-agent learning with DRL for selection and exchange of perception data 261
10.4.1 System design 262
10.4.2 Learning algorithm 263
10.5 Simulations, results and evaluations 265
10.5.1 Simulation tools, scenarios and parameters 265
10.5.2 Results and evaluations 266
10.6 Conclusion 269
10.7 References 270
Part 4 Securing Cooperative Intelligent Transport Systems 273
Chapter 11 Distance-Bounding Protocols 275 David GÉRAULT, Pascal LAFOURCADE and Léo ROBERT
11.1 Introduction 276
11.2 Relations between threats for DB protocols 278
11.2.1 Threat models 278
11.2.2 Relation between different threat models 281
11.3 Overview of existing protocols 283
11.3.1 Improvement of attacks 284
11.3.2 Comparison of DB protocols 287
11.4 References 288
Chapter 12 Context-Aware Security and Privacy as a Service for the Connected and Autonomous Vehicle 295 Tidiane SYLLA, Mohamed Aymen CHALOUF,Léo MENDIBOURE and Francine KRIEF
12.1 Introduction 295
12.2 Security, privacy and trust of connected and autonomous vehicle applications 297
12.2.1 Main applications of the connected and autonomous vehicle 297
12.2.2 Security, privacy and trust services for the connected and autonomous vehicle 300
12.3 Security and privacy architecture 303
12.3.1 Context-aware security and privacy 303
12.3.2 Gaps in existing solutions 305
12.3.3 Proposed solution 306
12.4 Self-adaptive selection of network access technologies 312
12.4.1 Infrastructure edge computing 313
12.4.2 Orchestration and placement of services 315
12.5 Main research works to be conducted 317
12.6 Conclusion 318
12.7 References 319
Chapter 13 Vehicular Wireless Communications: Risks and Detection of Attacks 321 Jonathan VILLAIN, Virginie DENIAU and Christophe GRANSART
13.1 Introduction 321
13.2 General characteristics of wireless communications for connected vehicles 322
13.2.1 Challenges related to the connected vehicle 322
13.2.2 V2V communications 323
13.2.3 V2I communications 324
13.3 Characteristics of wireless communications 325
13.3.1 Principle of wireless communications 325
13.3.2 Long-range communications 325
13.3.3 Short-range communications 326
13.3.4 Advent of 5G 326
13.4 Susceptibility of communications and risks incurred 327
13.4.1 Principle of attacks targeting layers 1 and 2 of communication systems 327
13.4.2 Sybil attack 328
13.4.3 Deauthentication frame attack 328
13.4.4 Black-hole attack 329
13.4.5 Jamming attack 330
13.4.6 Flooding attack 331
13.4.7 Risks and performance indicators 331
13.5 Attack detection 332
13.5.1 Need for a detection system 332
13.5.2 Detection method 333
13.5.3 AI for detection 335
13.6 Conclusion 338
13.7 References 338
List of Authors 341
Index 345
Jean-Marie BONNIN1 and Christophe COUTURIER2
1 IMT Atlantique, Rennes, France
2 YoGoKo, Rennes, France
Since the advent of wireless communication and its integration into consumer devices, the concept of intelligent environment or pervasive application has emerged. The ability to communicate with all objects in our immediate environment makes it possible to take information or trigger actions. Information collection feeds a context that applications take into account to adapt their behavior to the situation.
For this type of application, direct interaction with objects in the environment greatly facilitates matters, since it is not necessary to rely on a precise location and database to associate information (or objects) with this location. If we need to know the room temperature, all that is needed is to discover a temperature sensor and query it directly. Acquiring the same information when a server is in charge of collecting and exposing the building's temperature data firstly implies discovering the server that has the information at its disposal, then dialoging with it to retrieve the temperature of the room in which the sensor is located, and finding consequently a way to determine that the location is necessary. The machinery to be put in place is much more complex and yet it seems more intuitive, as the majority of the industry has been built on this model.
The difficulty when it comes to building services on direct (we will also use the term "local") interactions is that this implies standardizing the method of communication, the frequency (or frequencies) used and the message format. For road or city applications, it is therefore necessary to bring many actors to agreement, and to impose choices on the entire ecosystem.
Direct interactions are widely used today for service discovery; for example, Wi-Fi devices continuously scan all frequencies used in the 2.4 GHz and 5 GHz bands to determine if there is an access point available in the environment. The presence of such an access point in no way indicates that the terminal will know how to connect to it, and even in the case where it is able to connect, whether it will be able to obtain a service (an Internet connection). The other technology widely used on consumer terminals is Bluetooth. Again, part of the terminals expose their presence by regularly sending messages at a determined frequency. All Bluetooth devices in proximity are able to see these messages and determine whether or not they know the correspondent. They can then either establish a connection to perform the service (e.g. hands-free kit) by taking advantage of the keying material previously established during pairing, or ask to perform a pairing, which requires the user's intervention.
It should be noted that even when the two correspondents know each other, whether via Wi-Fi or Bluetooth, the discovery and connection establishment time frame is far too long for services with significant time constraints. We will return to this when we examine how the specificities of ITS-G5 make it possible to significantly reduce the time required to exchange information for road safety-related services.
In the second part of this chapter, we will present the concept of ephemeral local interactions, giving examples of services based entirely (or partially) on this type of interaction. We will describe how the first services that will be deployed in the context of cooperative ITS (awareness) are based on this type of interaction and the advantages/constraints of this approach. Lastly, before concluding, we will explore the place infrastructure holds in the implementation of services, based on ephemeral local interactions.
Once it has been established that the different devices in interaction use the same communication technology on a subset of frequencies well known to all, it is necessary to specify the type of interaction targeted. Indeed, we will focus more specifically on interactions where no connection is established. When two devices are in proximity, they can "see" each other because of their technology community; they have at their disposal information that is spontaneously sent by their peers without having to go through the time-consuming establishment of a connection. When the communication technology has a fairly short range, simply being in communication and seeing a device gives an indication of co-spatiality that can form an integral part of the service. Therefore, when a telephone receives an advertisement on one of the three Bluetooth Low-Energy (BLE) channels, it knows that it is in close proximity to the tag whose identity is transmitted in the message, in addition to the information contained in the message itself. In a supermarket, the reception of its advertisements makes it possible to locate the mobile as long as the service provider has the precise placement of the tags in the store at its disposal. However, tags can also directly send information that may be used by the smartphone itself, such as a price, promotions or a link to the page describing a product.
Within the framework of the TousAntiCovid backtracking application and other mechanisms for identifying at-risk contacts, developed in the context of the Covid-19 pandemic, this co-spatiality property was used to identify transmission risks (Roca 2022). The complexity of the application comes mainly from the need to protect the privacy of users, while ensuring contact identification that is as accurate as possible. It was therefore necessary to avoid storing the list of contacts but to transmit within the advertisement messages the information required to make it possible to determine a posteriori whether their smartphone had been in contact with that of a contaminated person.
The case of contactless payment applications is rather different, since it instead involves establishing as secure a connection as possible to carry out a monetary transaction. It is therefore absolutely necessary to ensure that we are faced with the right device, and to prove that a valid transaction has taken place. However, the co-spatiality property is used to ensure that the payment card with which the transaction is carried out is in immediate proximity to the payment terminal. NFC (Near Field Contact) technology has been specifically adapted to reduce range and impose "near-contact". The operation of radio transmissions makes this work quite complex because of the propagation of waves in the frequency bands used. It poses security problems, since it makes it possible, for example, to use relays. It then becomes necessary to go beyond controlling the transmission power to limit the range and to very finely control the transmission time, which also depends on the distance; this makes it possible, when it is excessive, to detect an attempt to relay the signal.
Prior to the emergence of the Bluetooth Low-Energy (BLE) version, applications used RFID technology, which has the great advantage of being able to install devices in the environment at very low cost, capable of "responding" to a request and sending previously configured data. This is generally a simple unique identifier, relatively similar to that of eBeacons in BLE. These RFID tags also have the property of being passive most of the time and of using the energy of the reader, which lights them up to wake up and respond. They therefore do not require a battery but are, however, inactive as long as they are not lit up. Readers also need to consume a fairly significant amount of energy to power the tags remotely.
In the different examples that we have seen, local interactions are essentially used to transmit an identifier, which makes it possible to establish our position by referring to prior knowledge of the position of the various devices. Richer applications make it possible to transmit information that the correspondent can directly use and that is most often linked to the position of the sender (a URL describing a product). This somewhat removes the need to maintain a geographic information system (GIS). In the case of BLE, this information is transmitted regularly, whether or not there is a correspondent to listen to it and to do something with it. The information broadcast in this way forms part of the environment and enriches it. The outlines of what we will call "ephemeral local interactions" are given below.
The first characteristic of local interactions is that they are established in the event of a close contact supported by a short- or medium-range wireless communication (BLE, NFC, RFID, ITS-G5, etc.).
The examples presented above highlight the opportunistic nature of these contacts. The objects considered evolve within a very large scope. They interact, sometimes ephemerally, with many other objects that they do not know beforehand. As stated above, from the outset, this excludes communication technologies requiring a form of pairing (e.g. Bluetooth) or a connection to a network (e.g. Wi-Fi or cellular networks). Indeed, beyond the fact that the necessary establishment time would often be prohibitive with regards to the applications envisaged, it is simply impossible for objects to memorize specific association parameters for each of these...
Dateiformat: ePUBKopierschutz: Adobe-DRM (Digital Rights Management)
Systemvoraussetzungen:
Das Dateiformat ePUB ist sehr gut für Romane und Sachbücher geeignet – also für „fließenden” Text ohne komplexes Layout. Bei E-Readern oder Smartphones passt sich der Zeilen- und Seitenumbruch automatisch den kleinen Displays an. Mit Adobe-DRM wird hier ein „harter” Kopierschutz verwendet. Wenn die notwendigen Voraussetzungen nicht vorliegen, können Sie das E-Book leider nicht öffnen. Daher müssen Sie bereits vor dem Download Ihre Lese-Hardware vorbereiten.Bitte beachten Sie: Wir empfehlen Ihnen unbedingt nach Installation der Lese-Software diese mit Ihrer persönlichen Adobe-ID zu autorisieren!
Weitere Informationen finden Sie in unserer E-Book Hilfe.
