rfc9365xml2.original.xml   rfc9365.xml 
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<rfc ipr="trust200902" category="info" <rfc xmlns:xi="http://www.w3.org/2001/XInclude" ipr="trust200902" submissionType
docName="draft-ietf-ipwave-vehicular-networking-30"> ="IETF" category="info" consensus="true" docName="draft-ietf-ipwave-vehicular-ne
tworking-30" number="9365" obsoletes="" updates="" xml:lang="en" tocInclude="tru
e" symRefs="true" sortRefs="true" version="3">
<front> <!-- xml2rfc v2v3 conversion 3.15.2 -->
<front>
<title abbrev="IPWAVE Problem Statement"> <title abbrev="IPWAVE Problem Statement">
IPv6 Wireless Access in Vehicular Environments (IPWAVE): Problem Statement a nd Use Cases IPv6 Wireless Access in Vehicular Environments (IPWAVE): Problem Statement a nd Use Cases
</title> </title>
<seriesInfo name="RFC" value="9365"/>
<author initials="J." surname="Jeong" <author initials="J." surname="Jeong" fullname="Jaehoon Paul Jeong" role="ed
fullname="Jaehoon Paul Jeong" role="editor"> itor">
<organization abbrev="Sungkyunkwan University"> <organization abbrev="Sungkyunkwan University">
Department of Computer Science and Engineering Department of Computer Science and Engineering
</organization> </organization>
<address>
<address> <postal>
<postal> <extaddr>Sungkyunkwan University</extaddr>
<street>Sungkyunkwan University</street> <street>2066 Seobu-Ro, Jangan-Gu</street>
<street>2066 Seobu-Ro, Jangan-Gu</street> <city>Suwon</city>
<city>Suwon</city> <region>Gyeonggi-Do</region> <region>Gyeonggi-Do</region>
<code>16419</code> <code>16419</code>
<country>Republic of Korea</country> <country>Republic of Korea</country>
</postal> </postal>
<phone>+82 31 299 4957</phone> <phone>+82 31 299 4957</phone>
<facsimile>+82 31 290 7996</facsimile> <email>pauljeong@skku.edu</email>
<email>pauljeong@skku.edu</email> <uri>http://iotlab.skku.edu/people-jaehoon-jeong.php
<uri>http://iotlab.skku.edu/people-jaehoon-jeong.php </uri>
</uri> </address>
</address>
</author> </author>
<date month="March" year="2023"/>
<area>int</area>
<workgroup>ipwave</workgroup>
<date month="October" day="24" year="2022" /> <keyword>IPv6, V2V, V2I, V2X, Neighbor Discovery, Mobility Management, Security,
Privacy</keyword>
<area>Internet</area>
<workgroup>IPWAVE Working Group</workgroup>
<!-- [rfced] Please insert any keywords (beyond those that appear in
the title) for use on http://www.rfc-editor.org/rfcsearch.html. -->
<keyword>Internet-Draft</keyword>
<abstract> <abstract>
<t> <t>
This document discusses the problem statement and use cases of This document discusses the problem statement and use cases of
IPv6-based vehicular networking for Intelligent Transportation Systems (ITS) . IPv6-based vehicular networking for Intelligent Transportation Systems (ITS) .
The main scenarios of vehicular communications are vehicle-to-vehicle (V2V), The main scenarios of vehicular communications are vehicle-to-vehicle (V2V),
vehicle-to-infrastructure (V2I), and vehicle-to-everything (V2X) communic ations. vehicle-to-infrastructure (V2I), and vehicle-to-everything (V2X) communicati ons.
First, this document explains use cases using V2V, V2I, and V2X networking. First, this document explains use cases using V2V, V2I, and V2X networking.
Next, for IPv6-based vehicular networks, it makes a gap analysis of current Next, for IPv6-based vehicular networks, it makes a gap analysis of current
IPv6 protocols (e.g., IPv6 Neighbor Discovery, Mobility Management, and IPv6 protocols (e.g., IPv6 Neighbor Discovery, mobility management, as well
Security &amp; Privacy). as
</t> security and privacy).
</t>
</abstract> </abstract>
</front> </front>
<middle>
<middle> <section anchor="section_Introduction" numbered="true" toc="default">
<name>Introduction</name>
<section anchor="section:Introduction" title="Introduction"> <t>
<t>
Vehicular networking studies have mainly focused on improving road Vehicular networking studies have mainly focused on improving road
safety and efficiency, and also enabling entertainment in vehicular safety and efficiency and also enabling entertainment in vehicular
networks. To proliferate the use cases of vehicular networks, networks. To proliferate the use cases of vehicular networks,
several governments and private organizations have committed to several governments and private organizations have committed to
allocate dedicated spectrum for vehicular communications. allocating dedicated spectrum for vehicular communications.
The Federal Communications Commission (FCC) in the US allocated wireless The Federal Communications Commission (FCC) in the US allocated wireless
channels for Dedicated Short-Range Communications (DSRC) <xref target="DSRC" /> channels for Dedicated Short-Range Communications (DSRC) <xref target="DSRC" format="default"/>
in the Intelligent Transportation Systems (ITS) with the frequency band of in the Intelligent Transportation Systems (ITS) with the frequency band of
5.850 - 5.925 GHz (i.e., 5.9 GHz band). In November 2020, the FCC adjusted 5.850 - 5.925 GHz (i.e., 5.9 GHz band). In November 2020, the FCC adjusted
the lower 45 MHz (i.e., 5.850 - 5.895 GHz) of the 5.9 GHz band for the lower 45 MHz (i.e., 5.850 - 5.895 GHz) of the 5.9 GHz band for
unlicensed use instead of DSRC-dedicated use unlicensed use instead of DSRC-dedicated use
<xref target="FCC-ITS-Modification"/>. DSRC-based wireless communications <xref target="FCC-ITS-Modification" format="default"/>. DSRC-based wireless communications
can support vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), can support vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I),
and vehicle-to-everything (V2X) networking. and vehicle-to-everything (V2X) networking.
The European Union (EU) allocated radio spectrum for safety-related and The European Union (EU) allocated radio spectrum for safety-related and
non-safety-related applications of ITS with the frequency band of non-safety-related applications of ITS with the frequency band of
5.875 - 5.905 GHz, as part of the Commission Decision 2008/671/EC 5.875 - 5.905 GHz, as part of the Commission Decision 2008/671/EC
<xref target="EU-2008-671-EC"/>. Most other countries and regions in <xref target="EU-2008-671-EC" format="default"/>. Most other countries and r egions in
the world have adopted the 5.9 GHz band for vehicular networks, though the world have adopted the 5.9 GHz band for vehicular networks, though
different countries use different ways to divide the band into channels. different countries use different ways to divide the band into channels.
</t> </t>
<t>
<t>
For direct inter-vehicular wireless connectivity, IEEE has amended For direct inter-vehicular wireless connectivity, IEEE has amended
standard 802.11 (commonly known as Wi-Fi) to enable safe driving services ba sed on DSRC standard 802.11 (commonly known as Wi-Fi) to enable safe driving services ba sed on DSRC
for the Wireless Access in Vehicular Environments (WAVE) for the Wireless Access in Vehicular Environments (WAVE)
system. The Physical Layer (L1) and Data Link Layer (L2) issues are addresse d system. The Physical Layer (L1) and Data Link Layer (L2) issues are addresse d
in IEEE 802.11p <xref target="IEEE-802.11p" /> in IEEE 802.11p <xref target="IEEE-802.11p" format="default"/>
for the PHY and MAC of the DSRC, while IEEE 1609.2 <xref target="WAVE-1609.2 for the PHY and MAC layers of the DSRC, while IEEE Std 1609.2 <xref target="
" /> WAVE-1609.2" format="default"/>
covers security aspects, IEEE 1609.3 <xref target="WAVE-1609.3" /> covers security aspects, IEEE Std 1609.3 <xref target="WAVE-1609.3" format="
defines related services at network and transport layers, and IEEE 1609.4 default"/>
<xref target="WAVE-1609.4" /> specifies the multichannel operation. defines related services at network and transport layers, and IEEE Std 1609.
IEEE 802.11p was first a separate amendment, but was later rolled into 4
the base 802.11 standard (IEEE 802.11-2012) as IEEE 802.11 Outside the Conte <xref target="WAVE-1609.4" format="default"/> specifies the multichannel ope
xt ration.
of a Basic Service Set (OCB) in 2012 <xref target="IEEE-802.11-OCB" />. IEEE 802.11p was first a separate amendment but was later rolled into
</t> the base 802.11 standard (IEEE Std 802.11-2012) as IEEE 802.11 Outside the C
ontext
<t> of a Basic Service Set (OCB) in 2012 <xref target="IEEE-802.11-OCB" format="
default"/>.
</t>
<t>
3GPP has standardized Cellular Vehicle-to-Everything (C-V2X) communications 3GPP has standardized Cellular Vehicle-to-Everything (C-V2X) communications
to support V2X in LTE mobile networks (called LTE V2X) to support V2X in LTE mobile networks (called LTE V2X)
and V2X in 5G mobile networks (called 5G V2X) <xref target="TS-23.285-3GPP" and V2X in 5G mobile networks (called 5G V2X) <xref target="TS-23.285-3GPP"
/> format="default"/>
<xref target="TR-22.886-3GPP" /><xref target="TS-23.287-3GPP" />. <xref target="TR-22.886-3GPP" format="default"/> <xref target="TS-23.287
-3GPP" format="default"/>.
With C-V2X, vehicles can directly communicate with each other without With C-V2X, vehicles can directly communicate with each other without
relay nodes (e.g., eNodeB in LTE and gNodeB in 5G). relay nodes (e.g., eNodeB in LTE and gNodeB in 5G).
</t> </t>
<t>
<t> Along with these WAVE standards and C-V2X standards, regardless of a
Along with these WAVE standards and C-V2X standards, regardless of a wire wireless access technology under the IP stack of a vehicle, vehicular
less networks can operate IP mobility with IPv6 <xref target="RFC8200"
access technology under the IP stack of a vehicle, vehicular networks can format="default"/>, that is, Mobile IPv6 protocols, e.g., Mobile IPv6
operate IP mobility with IPv6 <xref target="RFC8200" /> and Mobile IPv6 (MIPv6) <xref target="RFC6275" format="default"/>, Proxy Mobile IPv6
protocols (e.g., Mobile IPv6 (MIPv6) <xref target="RFC6275" />, Proxy MIPv6 (PMIPv6) <xref target="RFC5213" format="default"/>, Distributed
(PMIPv6) <xref target="RFC5213" />, Distributed Mobility Management (DMM) Mobility Management (DMM) <xref target="RFC7333" format="default"/>,
<xref target="RFC7333" />, Network Mobility (NEMO) Network Mobility (NEMO) <xref target="RFC3963" format="default"/>, and
<xref target="RFC3963" />, and Locator/ID Separation Protocol (LISP) the Locator/ID Separation Protocol (LISP) <xref target="RFC9300"
<xref target="I-D.ietf-lisp-rfc6830bis" />. format="default"/>. In addition, ISO has approved a standard
In addition, ISO has approved a standard specifying the IPv6 network specifying the IPv6 network protocols and services to be used for
protocols and services to be used for Communications Access for Land Mobiles Communications Access for Land Mobiles (CALM) <xref
(CALM) <xref target="ISO-ITS-IPv6" /><xref target="ISO-ITS-IPv6-AMD1" />. target="ISO-ITS-IPv6" format="default"/> <xref
</t> target="ISO-ITS-IPv6-AMD1" format="default"/>.
</t>
<t> <t>
This document describes use cases and a problem statement about This document describes use cases and a problem statement about
IPv6-based vehicular networking for ITS, which is named IPv6 Wireless Access in IPv6-based vehicular networking for ITS, which is named IPv6 Wireless Access in
Vehicular Environments (IPWAVE). Vehicular Environments (IPWAVE).
First, it introduces the use cases for using V2V, V2I, and V2X networking First, it introduces the use cases for using V2V, V2I, and V2X networking
in ITS. in ITS.
Next, for IPv6-based vehicular networks, it makes a gap analysis of Next, for IPv6-based vehicular networks, it makes a gap analysis of
current IPv6 protocols (e.g., IPv6 Neighbor Discovery, Mobility current IPv6 protocols (e.g., IPv6 Neighbor Discovery, mobility
Management, and Security &amp; Privacy) so that those protocols management, as well as security and privacy) so that those protocols
can be tailored to IPv6-based vehicular networking. can be tailored to IPv6-based vehicular networking.
Thus, this document is intended to motivate development of Thus, this document is intended to motivate development of
key protocols for IPWAVE. key protocols for IPWAVE.
</t> </t>
</section>
</section> <!-- end section "Introduction" --> <!-- end section "Introduction" -->
<section anchor="section:Terminology" title="Terminology"> <section anchor="section_Terminology" numbered="true" toc="default">
<t> <name>Terminology</name>
This document uses the terminology described in <xref target="RFC8691" />. <t>
This document uses the terminology described in <xref target="RFC8691" forma
t="default"/>.
In addition, the following terms are defined below: In addition, the following terms are defined below:
</t> </t>
<t>
<list style="symbols">
<t>
Context-Awareness: A vehicle can be aware of spatial-temporal mobility
information (e.g., position, speed, direction, and acceleration/deceleration
)
of surrounding vehicles for both safety and non-safety uses through sensing
or communication <xref target="CASD" />.
</t>
<t>
DMM: "Distributed Mobility Management"
<xref target="RFC7333"/><xref target="RFC7429"/>.
</t>
<t>
Edge Computing Device (ECD): It is a computing device (or server)
at edge for vehicles and vulnerable road users. It co-locates with
or connects to an IP-RSU, which has a powerful computing capability
for different kinds of computing tasks, such as image processing
and classification.
</t>
<t>
Edge Network (EN): It is an access network that has an IP-RSU for wireless
communication with other vehicles having an IP-OBU and wired communication
with other network devices (e.g., routers, IP-RSUs, ECDs, servers, and MA).
It may have a global navigation satellite system (GNSS), such as Global
Positioning System (GPS), radio receiver for its
position recognition and the localization service for the sake of vehicles.
</t>
<t>
IP-OBU: "Internet Protocol On-Board Unit": An IP-OBU denotes a computer
situated in a vehicle (e.g., car, bicycle, autobike,
motorcycle, and a similar one), which has a basic processing ability
and can be driven by a low-power CPU (e.g., ARM).
It has at least one IP interface that runs
in IEEE 802.11-OCB and has an "OBU" transceiver.
Also, it may have an IP interface that runs in Cellular V2X
(C-V2X) <xref target="TS-23.285-3GPP" />
<xref target="TR-22.886-3GPP" /><xref target="TS-23.287-3GPP" />.
It can play the role of a router connecting multiple computers (or
in-vehicle devices) inside a vehicle. See the definition of the term
"IP-OBU" in <xref target="RFC8691" />.
</t>
<t>
IP-RSU: "IP Roadside Unit": An IP-RSU is situated along the road. It has
at least two distinct IP-enabled interfaces. The wireless PHY/MAC layer of
at least one of its IP-enabled interfaces is configured to operate in
802.11-OCB mode. An IP-RSU communicates with the IP-OBU over an 802.11
wireless link operating in OCB mode. Also, it may have a third
IP-enabled wireless interface running in 3GPP C-V2X in addition to the
IP-RSU defined in <xref target="RFC8691" />. An IP-RSU is similar to an
Access Network Router (ANR), defined in <xref target="RFC3753" />, and
a Wireless Termination Point (WTP), defined in <xref target="RFC5415" />.
See the definition of the term "IP-RSU" in <xref target="RFC8691" />.
</t>
<t>
LiDAR: "Light Detection and Ranging". It is a scanning device
to measure a distance to an object by emitting pulsed laser light and
measuring the reflected pulsed light.
</t>
<t>
Mobility Anchor (MA): A node that maintains IPv6 addresses and
mobility information of vehicles in a road network to support
their IPv6 address autoconfiguration and mobility management
with a binding table.
An MA has End-to-End (E2E) connections (e.g., tunnels) with
IP-RSUs under its control for the address autoconfiguration
and mobility management of the vehicles. This MA is similar to
a Local Mobility Anchor (LMA) in PMIPv6 <xref target="RFC5213" />
for network-based mobility management.
</t>
<t>
OCB: "Outside the Context of a Basic Service Set - BSS". It is a mode
of operation in which a Station (STA) is not a member of a BSS and does not
utilize IEEE Std 802.11 authentication, association, or data
confidentiality <xref target="IEEE-802.11-OCB" />.
</t>
<t>
802.11-OCB: It refers to the mode specified in IEEE Std 802.11-2016
<xref target="IEEE-802.11-OCB" /> when the MIB attribute dot11OCBActivited
is 'true'.
</t>
<t>
Platooning: Moving vehicles can be grouped together to reduce
air-resistance for energy efficiency and reduce the number of drivers such
that only the leading vehicle has a driver, and the other vehicles are auton
omous
vehicles without a driver and closely follow the leading vehicle <xref targe
t="Truck-Platooning" />.
</t>
<t>
Traffic Control Center (TCC): A system that manages road
infrastructure nodes (e.g., IP-RSUs, MAs, traffic signals, and
loop detectors), and also maintains vehicular traffic statistics
(e.g., average vehicle speed and vehicle inter-arrival time per
road segment) and vehicle information (e.g., a vehicle's identifier,
position, direction, speed, and trajectory as a navigation path).
TCC is part of a vehicular cloud for vehicular networks.
</t>
<t>
Urban Air Mobility (UAM): It refers to using lower-altitude aircraft to
transport passengers or cargo in urban and suburban areas. The carriers
used for UAM can be manned or unmanned vehicles, which can include
traditional helicopters, electrical
vertical-takeoff-and-landing aircraft (eVTOL), and unmanned aerial
vehicles (UAV).
</t>
<t>
Vehicle: A Vehicle in this document is a node that has an IP-OBU
for wireless communication with other vehicles and IP-RSUs.
It has a GNSS radio navigation receiver for efficient navigation.
Any device having an IP-OBU and a GNSS receiver (e.g., smartphone and
tablet PC) can be regarded as a vehicle in this document.
</t>
<t>
Vehicular Ad Hoc Network (VANET): A network that consists of vehicles
interconnected by wireless communication.
Two vehicles in a VANET can communicate with each other using
other vehicles as relays even where they are out of one-hop
wireless communication range.
</t>
<t>
Vehicular Cloud: A cloud infrastructure for vehicular networks, having
compute nodes, storage nodes, and network forwarding elements
(e.g., switch and router).
</t>
<t>
V2D: "Vehicle to Device". It is the wireless communication between
a vehicle and a device (e.g., smartphone and IoT device).
</t>
<t>
V2P: "Vehicle to Pedestrian". It is the wireless communication between
a vehicle and a pedestrian's device (e.g., smartphone and IoT device).
</t>
<t>
V2I2V: "Vehicle to Infrastructure to Vehicle". It is the wireless
communication between a vehicle and another vehicle via an
infrastructure node (e.g., IP-RSU).
</t>
<t>
V2I2X: "Vehicle to Infrastructure to Everything". It is the wireless
communication between a vehicle and another entity (e.g., vehicle,
smartphone, and IoT device) via an infrastructure node (e.g., IP-RSU).
</t>
<t>
V2X: "Vehicle to Everything". It is the wireless communication between
a vehicle and any entity (e.g., vehicle, infrastructure node,
smartphone, and IoT device), including V2V, V2I, and V2D.
</t>
<t>
VMM: "Vehicular Mobility Management". It is an IPv6-based mobility
management for vehicular networks.
</t>
<t>
VND: "Vehicular Neighbor Discovery". It is an IPv6 ND extension for
vehicular networks.
</t>
<t>
VSP: "Vehicular Security and Privacy". It is an IPv6-based security and
privacy term for vehicular networks.
</t>
<t>
WAVE: "Wireless Access in Vehicular Environments" <xref target="WAVE-1609.0"
/>.
</t>
</list> <dl>
</t> <dt>Context-Awareness:</dt>
</section> <!-- end section "Terminology" --> <dd>A vehicle can be aware of spatial-temporal mobility information
(e.g., position, speed, direction, and acceleration/deceleration) of
surrounding vehicles for both safety and non-safety uses through
sensing or communication <xref target="CASD" format="default"/>.</dd>
<dt>Distributed Mobility Management (DMM):</dt>
<dd>See <xref target="RFC7333" format="default"/> <xref
target="RFC7429" format="default"/>.</dd>
<dt>Edge Computing Device (ECD):</dt>
<dd>This is a computing device (or server) at the edge of the network for
vehicles and
vulnerable road users. It co-locates with or connects to an IP Roadside U
nit (IP-RSU),
which has a powerful computing capability for different kinds of
computing tasks, such as image processing and classification.</dd>
<dt>Edge Network (EN):</dt>
<dd>This is an access network that has an IP-RSU for wireless
communication with other vehicles having an IP On-Board Unit (IP-OBU) and
wired
communication with other network devices (e.g., routers, IP-RSUs,
ECDs, servers, and Mobility Anchors (MAs)). It may use a Global Navigati
on Satellite
System (GNSS) such as Global Positioning System (GPS) with a GNSS receive
r for
its position recognition and the localization service for the sake of vehic
les.</dd>
<dt>Evolved Node B (eNodeB):</dt>
<dd>This is a base station entity that
supports the Long Term Evolution (LTE) air interface.</dd>
<dt>Internet Protocol On-Board Unit (IP-OBU):</dt>
<dd>An IP-OBU denotes a computer situated in a vehicle (e.g., car,
bicycle, electric bike, motorcycle, or similar), which has a basic
processing ability and can be driven by a low-power CPU (e.g., ARM).
It has at least one IP interface that runs in IEEE 802.11-OCB and has
an "OBU" transceiver. Also, it may have an IP interface that runs in
Cellular V2X (C-V2X) <xref target="TS-23.285-3GPP" format="default"/>
<xref target="TR-22.886-3GPP" format="default"/>
<xref target="TS-23.287-3GPP" format="default"/>. It can play the
role of a router connecting multiple computers (or in-vehicle devices)
inside a vehicle. See the definition of the term "IP-OBU" in
<xref target="RFC8691" format="default"/>.</dd>
<dt>IP Roadside Unit (IP-RSU):</dt>
<dd>An IP-RSU is situated along the road. It has at least two
distinct IP-enabled interfaces. The wireless PHY/MAC layer of at
least one of its IP-enabled interfaces is configured to operate in
802.11-OCB mode <xref target="IEEE-802.11-OCB" format="default"/>.
An IP-RSU communicates with the IP-OBU over an 802.11 wireless link
operating in OCB mode.
One of its IP-enabled interfaces is connected to the wired network
for wired communication with other network devices (e.g., routers,
IP-RSUs, ECDs, servers, and MAs).
Also, it may have another IP-enabled wireless interface running in
3GPP C-V2X in addition to the IP-RSU defined in
<xref target="RFC8691" format="default"/>. An IP-RSU is similar to
an Access Network Router (ANR), defined in
<xref target="RFC3753" format="default"/>, and a Wireless Termination P
oint
(WTP), defined in <xref target="RFC5415" format="default"/>. See the
definition of the term "IP-RSU" in <xref target="RFC8691"
format="default"/>.</dd>
<dt>Light Detection and Ranging (LiDAR):</dt>
<dd>This is a method for measuring a distance to an object by
emitting pulsed laser light and measuring the reflected pulsed
light.</dd>
<dt>Mobility Anchor (MA):</dt>
<dd>This is a node that maintains IPv6 addresses and mobility
information of vehicles in a road network to support their IPv6
address autoconfiguration and mobility management with a binding
table. An MA has end-to-end (E2E) connections (e.g., tunnels) with
IP-RSUs under its control for the IPv6 address autoconfiguration and
mobility management of the vehicles. This MA is similar to a Local
Mobility Anchor (LMA) in PMIPv6 <xref target="RFC5213"
format="default"/> for network-based mobility management.</dd>
<dt>Next Generation Node B (gNodeB):</dt>
<dd>This is a base station entity that supports the 5G New Radio (NR) air
interface.</dd>
<dt>Outside the Context of a BSS (OCB):</dt>
<dd>This is a mode of operation in which a station (STA) is not a
member of a Basic Service Set (BSS) and does not utilize IEEE Std
802.11 authentication, association, or data confidentiality <xref
target="IEEE-802.11-OCB" format="default"/>.</dd>
<dt>802.11-OCB:</dt>
<dd>This refers to the mode specified in IEEE Std 802.11-2016
<xref target="IEEE-802.11-OCB" format="default"/> when the MIB
attribute dot11OCBActivated is 'true'.</dd>
<dt>Platooning:</dt>
<dd>Moving vehicles can be grouped together to reduce air resistance
for energy efficiency and reduce the number of drivers such that only
the lead vehicle has a driver, and the other vehicles are
autonomous vehicles without a driver and closely follow the lead
vehicle <xref target="Truck-Platooning" format="default"/>.</dd>
<dt>Traffic Control Center (TCC):</dt>
<dd>This is a system that manages road infrastructure nodes (e.g.,
IP-RSUs, MAs, traffic signals, and loop detectors) and also maintains
vehicular traffic statistics (e.g., average vehicle speed and vehicle
inter-arrival time per road segment) and vehicle information (e.g., a
vehicle's identifier, position, direction, speed, and trajectory as a
navigation path). TCC is part of a Vehicular Cloud for vehicular
networks.</dd>
<dt>Urban Air Mobility (UAM):</dt>
<dd>This refers to using lower-altitude aircraft to transport passengers
or cargo in urban and suburban areas. The carriers used for UAM can be
manned or unmanned vehicles, which can include helicopters, electric vert
ical take-off and landing (eVTOL) aircraft,
and unmanned aerial vehicles (UAVs).</dd>
<dt>Vehicle:</dt>
<dd>This is a node that has an IP-OBU for
wireless communication with other vehicles and IP-RSUs. It has a GNSS
radio navigation receiver for efficient navigation. Any device having
an IP-OBU and a GNSS receiver (e.g., smartphone and tablet PC) can be
regarded as a vehicle in this document.</dd>
<dt>Vehicular Ad Hoc Network (VANET):</dt>
<dd>This is a network that consists of vehicles interconnected by
wireless communication. Two vehicles in a VANET can communicate with
each other using other vehicles as relays even where they are out of
one-hop wireless communication range.</dd>
<dt>Vehicular Cloud:</dt>
<dd>This is a cloud infrastructure for vehicular
networks, having compute nodes, storage nodes, and network forwarding
elements (e.g., switch and router).</dd>
<dt>Vehicle to Device (V2D):</dt>
<dd>This is the wireless communication between a vehicle and a device
(e.g., smartphone and IoT (Internet of Things) device).</dd>
<dt>Vehicle to Pedestrian (V2P):</dt>
<dd>This is the wireless communication between a vehicle and a
pedestrian's device (e.g., smartphone and IoT device).</dd>
<dt>Vehicle to Infrastructure to Vehicle (V2I2V):</dt>
<dd>This is the wireless communication between a vehicle and another
vehicle via an infrastructure node (e.g., IP-RSU).</dd>
<dt>Vehicle to Infrastructure to Everything (V2I2X):</dt>
<dd>This is the wireless communication between a vehicle and another
entity (e.g., vehicle, smartphone, and IoT device) via an
infrastructure node (e.g., IP-RSU).</dd>
<dt>Vehicle to Everything (V2X):</dt>
<dd>This is the wireless communication between a vehicle and any entity
(e.g., vehicle, infrastructure node, smartphone, and IoT device),
including V2V, V2I, V2D, and V2P.</dd>
<dt>Vehicular Mobility Management (VMM):</dt>
<dd>This is IPv6-based mobility management for vehicular
networks.</dd>
<dt>Vehicular Neighbor Discovery (VND):</dt>
<dd>This is an IPv6 ND (Neighbor Discovery) extension for vehicular
networks.</dd>
<dt>Vehicular Security and Privacy (VSP):</dt>
<dd>This is IPv6-based security and privacy for vehicular
networks.</dd>
<dt>Wireless Access in Vehicular Environments (WAVE):</dt>
<dd>See <xref target="WAVE-1609.0" format="default"/>.</dd>
</dl>
</section>
<!-- end section "Terminology" -->
<section anchor="section:Use-Cases" title="Use Cases"> <section anchor="section_Use-Cases" numbered="true" toc="default">
<t> <name>Use Cases</name>
<t>
This section explains use cases of V2V, V2I, and V2X networking. This section explains use cases of V2V, V2I, and V2X networking.
The use cases of the V2X networking exclude the ones of the V2V The use cases of the V2X networking exclude the ones of the V2V
and V2I networking, but include Vehicle-to-Pedestrian (V2P) and and V2I networking but include Vehicle-to-Pedestrian (V2P) and
Vehicle-to-Device (V2D). Vehicle-to-Device (V2D).
</t> </t>
<t>
<t>
IP is widely used among popular end-user devices (e.g., IP is widely used among popular end-user devices (e.g.,
smartphone and tablet) in the Internet. Applications smartphone and tablet) in the Internet. Applications
(e.g., navigator application) for those devices can be extended (e.g., navigator application) for those devices can be extended
such that the V2V use cases in this section can work with IPv6 such that the V2V use cases in this section can work with IPv6
as a network layer protocol and IEEE 802.11-OCB as a link layer as a network layer protocol and IEEE 802.11-OCB as a link-layer
protocol. In addition, IPv6 security needs to be extended to protocol. In addition, IPv6 security needs to be extended to
support those V2V use cases in a safe, secure, privacy-preserving support those V2V use cases in a safe, secure, privacy-preserving
way. way.
</t> </t>
<t>
<t>
The use cases presented in this section serve as the description and The use cases presented in this section serve as the description and
motivation for the need to augment IPv6 and its protocols to facilitate motivation for the need to augment IPv6 and its protocols to facilitate
"Vehicular IPv6". <xref target="section:Problem-Statement" /> "Vehicular IPv6". <xref target="section_Problem-Statement" format="default"/ >
summarizes the overall problem statement and IPv6 requirements. summarizes the overall problem statement and IPv6 requirements.
Note that the adjective "Vehicular" in this document is used to Note that the adjective "Vehicular" in this document is used to
represent extensions of existing protocols such as IPv6 Neighbor represent extensions of existing protocols, such as IPv6 Neighbor
Discovery, IPv6 Mobility Management (e.g., PMIPv6 Discovery, IPv6 Mobility Management (e.g., PMIPv6
<xref target="RFC5213" /> and DMM <xref target="RFC7429" />), and <xref target="RFC5213" format="default"/> and DMM <xref target="RFC7429" for mat="default"/>), and
IPv6 Security and Privacy Mechanisms rather than new IPv6 Security and Privacy Mechanisms rather than new
"vehicular-specific" functions. "vehicular-specific" functions.
</t> </t>
<section anchor="subsection_V2V-Use-Cases" numbered="true" toc="default">
<section anchor="subsection:V2V-Use-Cases" title="V2V"> <name>V2V</name>
<t> <t>
The use cases of V2V networking discussed in this section include The use cases of V2V networking discussed in this section include:
<list style="symbols"> </t>
<t>Context-aware navigation for safe driving and collision avoidance;</t <ul spacing="normal">
> <li>Context-aware navigation for driving safely and avoiding collision
<t>Collision avoidance service of end systems of Urban Air s</li>
Mobility (UAM);</t> <li>Collision avoidance service of end systems of Urban Air Mobility
<t>Cooperative adaptive cruise control in a roadway;</t> (UAM)</li>
<t>Platooning in a highway;</t> <li>Cooperative adaptive cruise control on a roadway</li>
<t>Cooperative environment sensing.</t> <li>Platooning on a highway</li>
</list> <li>Cooperative environment sensing</li>
</ul>
<t>
The above use cases are examples for using V2V networking, which can The above use cases are examples for using V2V networking, which can
be extended to other terrestrial vehicles, river/sea ships, be extended to other terrestrial vehicles, river/sea ships,
railed vehicles, or UAM end systems. railed vehicles, or UAM end systems.
</t> </t>
<t>
<t> A Context-Aware Safety Driving (CASD) navigator <xref target="CASD" format="
Context-Aware Safety Driving (CASD) navigator <xref target="CASD" /> default"/>
can help drivers to drive safely by alerting them to can help drivers to drive safely as a context-aware navigation service
<xref target="CNP" format="default"/> by alerting them to
dangerous obstacles and situations. That is, a CASD navigator displays dangerous obstacles and situations. That is, a CASD navigator displays
obstacles or neighboring vehicles relevant to possible collisions in obstacles or neighboring vehicles relevant to possible collisions in
real-time through V2V networking. CASD provides vehicles with a real time through V2V networking. CASD provides vehicles with a
class-based automatic safety action plan, which considers three class-based automatic safety action plan that considers three
situations, namely, the Line-of-Sight unsafe, Non-Line-of-Sight situations, namely, the Line-of-Sight unsafe, Non-Line-of-Sight
unsafe, and safe situations. This action plan can be put into action unsafe, and safe situations. This action plan can be put into action
among multiple vehicles using V2V networking. among multiple vehicles using V2V networking.
</t> </t>
<t>
A collision avoidance service of UAM end systems in air can be envisioned
as a use case in air vehicular environments
<xref target="I-D.templin-ipwave-uam-its" />. This use case is similar
to the context-aware navigator for terrestrial vehicles.
Through V2V coordination, those UAM end systems (e.g., drones) can avoid
a dangerous situation (e.g., collision) in three-dimensional space rather
than two-dimensional space for terrestrial vehicles.
Also, UAM end systems (e.g., flying car)
with only a few meters off the ground can communicate with terrestrial vehic
les
with wireless communication technologies (e.g., DSRC, LTE, and C-V2X).
Thus, V2V means any vehicle to any vehicle, whether the vehicles are
ground-level or not.
</t>
<t> <t>A service for collision avoidance of in-air UAM end systems is one
possible use case in air vehicular environments <xref
target="I-D.templin-ipwave-uam-its" format="default"/>. This use case
is similar to that of a context-aware navigator for
terrestrial vehicles. Through V2V coordination, those UAM end systems
(e.g., drones) can avoid a dangerous situation (e.g., collision) in
three-dimensional space rather than two-dimensional space for
terrestrial vehicles. Also, a UAM end system (e.g., flying car), when
only a few hundred meters off the ground, can communicate with terrestri
al
vehicles with wireless communication technologies (e.g., DSRC, LTE,
and C-V2X). Thus, V2V means any vehicle to any vehicle, whether the
vehicles are ground level or not.
</t>
<t>
Cooperative Adaptive Cruise Control (CACC) Cooperative Adaptive Cruise Control (CACC)
<xref target="CA-Cruise-Control" /> helps individual vehicles to adapt their <xref target="CA-Cruise-Control" format="default"/> helps individual vehicle s to adapt their
speed autonomously through V2V communication among vehicles according speed autonomously through V2V communication among vehicles according
to the mobility of their predecessor and successor vehicles in an to the mobility of their predecessor and successor vehicles on an
urban roadway or a highway. Thus, CACC can help adjacent vehicles to urban roadway or a highway. Thus, CACC can help adjacent vehicles to
efficiently adjust their speed in an interactive way through V2V efficiently adjust their speed in an interactive way through V2V
networking in order to avoid a collision. networking in order to avoid a collision.
</t> </t>
<t> <t>
Platooning <xref target="Truck-Platooning" /> allows a series (or group) of Platooning <xref target="Truck-Platooning" format="default"/> allows a serie
s (or group) of
vehicles (e.g., trucks) to follow each other very closely. vehicles (e.g., trucks) to follow each other very closely.
Trucks can use V2V communication in addition to Vehicles can use V2V communication in addition to
forward sensors in order to maintain constant clearance between two forward sensors in order to maintain constant clearance between two
consecutive vehicles at very short gaps (from 3 meters to 10 meters). consecutive vehicles at very short gaps (from 3 to 10 meters).
Platooning can maximize the throughput of vehicular traffic in Platooning can maximize the throughput of vehicular traffic on
a highway and reduce the gas consumption because the leading vehicle a highway and reduce the gas consumption because the lead vehicle
can help the following vehicles to experience less air resistance. can help the following vehicles experience less air resistance.
</t> </t>
<t>
<t>
Cooperative-environment-sensing use cases suggest that vehicles can Cooperative-environment-sensing use cases suggest that vehicles can
share environmental information (e.g., air pollution, hazards/obstacles, share environmental information (e.g., air pollution, hazards, obstacles,
slippery areas by snow or rain, road accidents, traffic congestion, slippery areas by snow or rain, road accidents, traffic congestion,
and driving behaviors of neighboring vehicles) from various and driving behaviors of neighboring vehicles) from various
vehicle-mounted sensors, such as radars, LiDARs, and cameras, with other vehicle-mounted sensors, such as radars, LiDAR systems, and cameras, with ot her
vehicles and pedestrians. vehicles and pedestrians.
<xref target="Automotive-Sensing"/> introduces millimeter-wave <xref target="Automotive-Sensing" format="default"/> introduces millimeter-w ave
vehicular communication for massive automotive sensing. vehicular communication for massive automotive sensing.
A lot of data can be generated by those sensors, and A lot of data can be generated by those sensors, and
these data typically need to be routed to different destinations. these data typically need to be routed to different destinations.
In addition, from the perspective of driverless vehicles, it is In addition, from the perspective of driverless vehicles, it is
expected that driverless vehicles can be mixed with driver-operated expected that driverless vehicles can be mixed with driver-operated
vehicles. Through cooperative environment sensing, driver-operated vehicles. Through cooperative environment sensing, driver-operated
vehicles can use environmental information sensed by driverless vehicles vehicles can use environmental information sensed by driverless vehicles
for better interaction with the other vehicles and environment. for better interaction with the other vehicles and environment.
Vehicles can also share their intended maneuvering information (e.g., Vehicles can also share their intended maneuvering information (e.g.,
lane change, speed change, ramp in-and-out, cut-in, and abrupt braking) lane change, speed change, ramp in-and-out, cut-in, and abrupt braking)
with neighboring vehicles. with neighboring vehicles.
Thus, this information sharing can help the vehicles behave as more Thus, this information sharing can help the vehicles behave as more
efficient traffic flows and minimize unnecessary acceleration and efficient traffic flows and minimize unnecessary acceleration and
deceleration to achieve the best ride comfort. deceleration to achieve the best ride comfort.
</t> </t>
<t>
<t> To support applications of these V2V use cases, the required functions of
To support applications of these V2V use cases, the required functions IPv6 include (a) IPv6-based packet exchange in both control and data planes
of IPv6 include IPv6-based packet exchange in both control and data planes, and (b) secure, safe communication between two vehicles. For the support of
and secure, safe communication V2V under multiple radio technologies (e.g., DSRC and 5G V2X), refer to
between two vehicles. For the support of V2V under multiple radio <xref target="appendix_Support-of-Multiple-Radio-Technologies-for-V2V"
technologies (e.g., DSRC and 5G V2X), refer to format="default"/>.
<xref target="appendix:Support-of-Multiple-Radio-Technologies-for-V2V"/>. </t>
</t> </section>
<!-- end subsection "V2V Use Cases" -->
</section> <!-- end subsection "V2V Use Cases" -->
<section anchor="subsection:V2I-Use-Cases" title="V2I">
<t>
The use cases of V2I networking discussed in this section include
<list style="symbols">
<t>Navigation service;</t>
<t>Energy-efficient speed recommendation service;</t>
<t>Accident notification service;</t>
<t>Electric vehicle (EV) charging service;</t>
<t>UAM navigation service with efficient battery charging.</t>
</list>
</t>
<t>
A navigation service, for example, the Self-Adaptive Interactive
Navigation Tool (SAINT) <xref target="SAINT" />, using V2I networking
interacts with a TCC for the large-scale/long-range road traffic
optimization and can guide individual vehicles along appropriate
navigation paths in real time.
The enhanced version of SAINT <xref target="SAINTplus" /> can
give fast moving paths to emergency vehicles (e.g., ambulance
and fire engine) to let them reach an accident spot while redirecting other
vehicles
near the accident spot into efficient detour paths.
</t>
<t> <section anchor="subsection_V2I-Use-Cases" numbered="true" toc="default">
<name>V2I</name>
<t>
The use cases of V2I networking discussed in this section include:
</t>
<ul spacing="normal">
<li>Navigation service</li>
<li>Energy-efficient speed recommendation service</li>
<li>Accident notification service</li>
<li>Electric Vehicle (EV) charging service</li>
<li>UAM navigation service with efficient battery charging</li>
</ul>
<t>
A navigation service (for example, the Self-Adaptive Interactive
Navigation Tool <xref target="SAINT" format="default"/>) that uses
V2I networking interacts with a TCC for the large-scale/long-range road
traffic optimization and can guide individual vehicles along appropriate
navigation paths in real time. The enhanced version of SAINT <xref
target="SAINTplus" format="default"/> can give fast-moving paths to
emergency vehicles (e.g., ambulance and fire engine) to let them reach an
accident spot while redirecting other vehicles near the accident spot into
efficient detour paths.
</t>
<t>
Either a TCC or an ECD can recommend an energy-efficient speed to a vehicle Either a TCC or an ECD can recommend an energy-efficient speed to a vehicle
that depends on its traffic environment and traffic signal scheduling that depends on its traffic environment and traffic signal scheduling
<xref target="SignalGuru"/>. For example, when a vehicle approaches <xref target="SignalGuru" format="default"/>. For example, when a vehicle ap proaches
an intersection area and a red traffic light for the vehicle becomes an intersection area and a red traffic light for the vehicle becomes
turned on, it needs to reduce its speed to save fuel consumption. In turned on, it needs to reduce its speed to save fuel consumption. In
this case, either a TCC or an ECD, which has the up-to-date this case, either a TCC or an ECD, which has the up-to-date
trajectory of the vehicle and the traffic light schedule, can notify trajectory of the vehicle and the traffic light schedule, can notify
the vehicle of an appropriate speed for fuel efficiency. the vehicle of an appropriate speed for fuel efficiency.
<xref target="Fuel-Efficient"/> studies fuel-efficient route <xref target="Fuel-Efficient" format="default"/> covers fuel-efficient route
and speed plans for platooned trucks. and speed plans for platooned trucks.
</t> </t>
<t> <t>
The emergency communication between accident vehicles (or emergency The emergency communication between vehicles in an accident (or emergency-re
vehicles) and a TCC can be performed via either IP-RSU, 4G-LTE or sponse
vehicles) and a TCC can be performed via either IP-RSUs or 4G-LTE or
5G networks. 5G networks.
The First Responder Network Authority (FirstNet) The First Responder Network Authority
<xref target="FirstNet" /> is provided by the US government to <xref target="FirstNet" format="default"/> is provided by the US government
to
establish, operate, and maintain an interoperable public safety establish, operate, and maintain an interoperable public safety
broadband network for safety and security network services, e.g., broadband network for safety and security network services, e.g.,
emergency calls. The construction of the nationwide FirstNet network emergency calls. The construction of the nationwide FirstNet network
requires each state in the US to have a Radio Access Network (RAN) requires each state in the US to have a Radio Access Network (RAN)
that will connect to the FirstNet's network core. that will connect to the FirstNet's network core.
The current RAN is mainly constructed using 4G-LTE for the communication The current RAN is mainly constructed using 4G-LTE for communication
between a vehicle and an infrastructure node (i.e., V2I) between a vehicle and an infrastructure node (i.e., V2I)
<xref target="FirstNet-Report"/>, but it is expected that DSRC-based vehicul <xref target="FirstNet-Report" format="default"/>, but it is expected that D
ar SRC-based vehicular
networks <xref target="DSRC"/> will be available for V2I and V2V in the near networks <xref target="DSRC" format="default"/> will be available for V2I an
future. d V2V in the near future.
An equivalent project in Europe is called Public Safety Communications An equivalent project in Europe is called Public Safety Communications
Europe (PSCE) <xref target="PSCE"/>, which is developing a network for Europe <xref target="PSCE" format="default"/>, which is developing a network for
emergency communications. emergency communications.
</t> </t>
<t>
<t>
An EV charging service with V2I can facilitate the efficient battery An EV charging service with V2I can facilitate the efficient battery
charging of EVs. In the case where an EV charging station is connected to charging of EVs. In the case where an EV charging station is connected to
an IP-RSU, an EV can be guided toward the deck of the EV charging station an IP-RSU, an EV can be guided toward the deck of the EV charging station
or be notified that the charging station is out of service or be notified that the charging station is out of service
through a battery charging server connected to the IP-RSU. In addition to through a battery charging server connected to the IP-RSU. In addition to
this EV charging service, other value-added services (e.g., this EV charging service, other value-added services (e.g.,
firmware/software update over-the-air and media streaming) firmware/software update over-the-air and media streaming)
can be provided to an EV can be provided to an EV
while it is charging its battery at the EV charging station. while it is charging its battery at the EV charging station.
For a UAM navigation service, an efficient battery charging plan can For a UAM navigation service, an efficient battery charging plan can
improve the battery charging schedule of UAM end systems (e.g., drone) improve the battery charging schedule of UAM end systems (e.g., drones)
for long-distance flying <xref target="CBDN"/>. for long-distance flying <xref target="CBDN" format="default"/>.
For this battery charging schedule, a UAM end system can communicate with For this battery charging schedule, a UAM end system can communicate with
a cloud server via an infrastructure node (e.g., IP-RSU). a cloud server via an infrastructure node (e.g., IP-RSU).
This cloud server can coordinate the battery charging This cloud server can coordinate the battery charging
schedules of multiple UAM end systems for their efficient navigation path, schedules of multiple UAM end systems for their efficient navigation path,
considering flight time from their current position to a battery charging considering flight time from their current position to a battery charging
station, waiting time in a waiting queue at the station, and battery station, waiting time in a waiting queue at the station, and battery
charging time at the station. charging time at the station.
</t> </t>
<t>
<t> In some scenarios, such as vehicles moving on highways or staying in parking
In some scenarios such as vehicles moving in highways or staying in parking
lots, a V2V2I network is necessary for vehicles to access the Internet lots, a V2V2I network is necessary for vehicles to access the Internet
since some vehicles may not be covered by an IP-RSU. For those vehicles, since some vehicles may not be covered by an IP-RSU. For those vehicles,
a few relay vehicles can help to build the Internet access. For the a few relay vehicles can help to build the Internet access. For the
nested NEMO described in nested NEMO described in
<xref target="RFC4888" />, hosts inside a vehicle shown in <xref target="RFC4888" format="default"/>, hosts inside a vehicle shown in
<xref target="fig:v2v-internetworking"/> <xref target="fig_v2v-internetworking" format="default"/>
for the case of V2V2I may have the same issue in the nested NEMO scenario. for the case of V2V2I may have the same issue in the nested NEMO scenario.
</t> </t>
<t>
<t>
To better support these use cases, the existing IPv6 protocol must be To better support these use cases, the existing IPv6 protocol must be
augmented either through protocol changes or by including a new adaptation augmented either through protocol changes or by including a new adaptation
layer in the architecture that efficiently maps IPv6 to a diversity of layer in the architecture that efficiently maps IPv6 to a diversity of
link layer technologies. link-layer technologies.
Augmentation is necessary to support wireless multihop V2I communications Augmentation is necessary to support wireless multihop V2I communications
in a highway where RSUs are sparsely deployed, so a vehicle can reach the on a highway where RSUs are sparsely deployed so that a vehicle can reach th e
wireless coverage of an IP-RSU through the multihop data forwarding of wireless coverage of an IP-RSU through the multihop data forwarding of
intermediate vehicles as packet forwarders. Thus, IPv6 needs to be extended for multihop V2I intermediate vehicles as packet forwarders. Thus, IPv6 needs to be extended for multihop V2I
communications. communications.
</t> </t>
<t> <t>
To support applications of these V2I use cases, the required functions To support applications of these V2I use cases, the required functions
of IPv6 include IPv6 communication enablement with neighborhood discovery of IPv6 include IPv6 communication enablement with neighborhood discovery
and IPv6 address management, reachability with adapted network models and and IPv6 address management; reachability with adapted network models and
routing methods, transport-layer session continuity, and secure, safe routing methods; transport-layer session continuity; and secure, safe
communication between a vehicle and an infrastructure node (e.g., IP-RSU) communication between a vehicle and an infrastructure node (e.g., IP-RSU)
in the vehicular network. in the vehicular network.
</t> </t>
</section>
</section> <!-- end subsection "V2I Use Cases" --> <!-- end subsection "V2I Use Cases" -->
<section anchor="subsection:V2X-Use-Cases" title="V2X"> <section anchor="subsection_V2X-Use-Cases" numbered="true" toc="default">
<t> <name>V2X</name>
<t>
The use case of V2X networking discussed in this section is The use case of V2X networking discussed in this section is
for a vulnerable road user (VRU) (e.g., pedestrian and cyclist) for a protection service for a vulnerable road user (VRU), e.g.,
protection service. a pedestrian or cyclist.
Note that the application area of this use case is currently limited Note that the application area of this use case is currently limited
to a specific environment, such as construction sites, plants, and to a specific environment, such as construction sites, plants, and
factories, since not every VRU (e.g., children) in a public area factories, since not every VRU in a public area
(e.g., streets) is equipped with a smart device (e.g., smartphone, is equipped with a smart device (e.g., not every child on a road
smart watch, and tablet). has a smartphone, smart watch, or tablet).
</t> </t>
<t>
<t> A VRU protection service, such as the Safety-Aware Navigation Application
A VRU protection service, such as Safety-Aware Navigation <xref target="SANA" format="default"/>, using V2I2P networking can
Application (SANA) <xref target="SANA" />, using V2I2P networking reduce the collision of a vehicle and a pedestrian carrying a smartphone
can reduce the collision of a vehicle and a pedestrian carrying a equipped with a network device for wireless communication (e.g., Wi-Fi,
smartphone equipped with a network device for wireless communication DSRC, 4G/5G V2X, and Bluetooth Low Energy (BLE)) with an IP-RSU.
(e.g., Wi-Fi, DSRC, 4G/5G V2X, and BLE) with an IP-RSU. Vehicles and pedestrians can also communicate with each other via an IP-RSU.
Vehicles and pedestrians can also An ECD behind the IP-RSU can collect the mobility information from vehicles
communicate with each other via an IP-RSU. An edge computing device and
behind the IP-RSU can collect the mobility information from vehicles pedestrians, and then compute wireless communication scheduling for the sake
and pedestrians, compute wireless communication scheduling for the of
sake of them. This scheduling can save the battery of each them. This scheduling can save the battery of each pedestrian's smartphone
pedestrian's smartphone by allowing it to work in sleeping mode by allowing it to work in sleeping mode before communication with
before the communication with vehicles, considering their mobility. vehicles, considering their mobility. The location information of a VRU
The location information of a VRU from a smart device from a smart device (e.g., smartphone) is multicasted only to the nearby
(e.g., smartphone) is multicasted only to the nearby vehicles. vehicles. The true identifiers of a VRU's smart device shall be
The true identifiers of a VRU's smart device shall be protected, protected, and only the type of the VRU, such as pedestrian, cyclist, or
and only the type of the VRU, such as pedestrian, cyclist, and scooter, is disclosed to the nearby vehicles.</t>
scooter, is disclosed to the nearby vehicles. <t>
</t>
<t>
For Vehicle-to-Pedestrian (V2P), a vehicle can directly communicate For Vehicle-to-Pedestrian (V2P), a vehicle can directly communicate
with a pedestrian's smartphone by V2X without IP-RSU relaying. with a pedestrian's smartphone by V2X without IP-RSU relaying.
Light-weight mobile nodes such as bicycles may also communicate Light-weight mobile nodes, such as bicycles, may also communicate
directly with a vehicle for collision avoidance using V2V. Note that directly with a vehicle for collision avoidance using V2V. Note that
it is true that either a pedestrian or a cyclist may have a higher risk of it is true that either a pedestrian or a cyclist may have a higher risk of
being hit by a vehicle if they are not with a smartphone in the current being hit by a vehicle if they are not with a smartphone in the current
setting. For this setting. For this
case, other human sensing technologies (e.g., moving object detection case, other human-sensing technologies (e.g., moving-object detection
in images and wireless signal-based human movement detection in images and wireless signal-based human movement detection
<xref target="LIFS" /><xref target="DFC" />) can be <xref target="LIFS" format="default"/> <xref target="DFC" format="default"/>
used to provide the motion information of them to vehicles. A vehicle ) can be
by V2V2I networking can obtain the motion information of a VRU used to provide motion information to vehicles. A vehicle
via an IP-RSU that either employs or connects to a human by V2V2I networking can obtain a VRU's motion information
sensing technology. via an IP-RSU that either employs or connects to a human-sensing technology.
</t> </t>
<t>
<t>
The existing IPv6 protocol must be augmented through protocol changes The existing IPv6 protocol must be augmented through protocol changes
in order to support wireless multihop V2X or V2I2X communications in an in order to support wireless multihop V2X or V2I2X communications in an
urban road network where RSUs are deployed at intersections, so a vehicle urban road network where RSUs are deployed at intersections so that a vehicl e
(or a pedestrian's smartphone) can reach the wireless coverage of an IP-RSU (or a pedestrian's smartphone) can reach the wireless coverage of an IP-RSU
through the multihop data forwarding of intermediate vehicles (or through the multihop data forwarding of intermediate vehicles (or
pedestrians' smartphones) as packet forwarders. Thus, IPv6 needs to be pedestrians' smartphones) as packet forwarders. Thus, IPv6 needs to be
extended for multihop V2X or V2I2X communications. extended for multihop V2X or V2I2X communications.
</t> </t>
<t>
<t>
To support applications of these V2X use cases, the required functions To support applications of these V2X use cases, the required functions
of IPv6 include IPv6-based packet exchange, transport-layer session of IPv6 include IPv6-based packet exchange; transport-layer session
continuity, and secure, safe communication between a vehicle and a continuity; secure, safe communication between a vehicle and a
pedestrian either directly or indirectly via an IP-RSU, and the pedestrian either directly or indirectly via an IP-RSU; and the
protection of identifiers of either a vehicle or smart device (such as protection of identifiers of either a vehicle or smart device (such as the
MAC address and IPv6 address), which is discussed in detail in Media Access Control (MAC) address and IPv6 address), which is discussed in
<xref target="section:Other-Threats" />. detail in
</t> <xref target="section_Other-Threats" format="default"/>.
</t>
</section> <!-- end subsection "V2X Use Cases" --> </section>
<!-- end subsection "V2X Use Cases" -->
</section> <!-- end section "Use Cases" --> </section>
<!-- end section "Use Cases" -->
<section anchor="section:Vehicular-Networks" title="Vehicular Networks"> <section anchor="section_Vehicular-Networks" numbered="true" toc="default">
<t> <name>Vehicular Networks</name>
<t>
This section describes the context for vehicular networks This section describes the context for vehicular networks
supporting V2V, V2I, and V2X communications. supporting V2V, V2I, and V2X communications and
It describes an internal network within a vehicle or an edge network describes an internal network within a vehicle or an Edge Network
(called EN). It explains not only the internetworking between the (EN). Additionally, this section explains not only the internetworking betwe
internal networks of a vehicle and an EN via wireless links, but also en the
internal networks of a vehicle and an EN via wireless links but also
the internetworking between the internal networks of two vehicles the internetworking between the internal networks of two vehicles
via wireless links. via wireless links.
</t> </t>
<figure anchor="fig_vehicular-network-architecture">
<figure anchor="fig:vehicular-network-architecture" <name>An Example Vehicular Network Architecture for V2I and V2V</name>
title="An Example Vehicular Network Architecture for V2I and V2V"> <artwork name="" type="" align="left" alt=""><![CDATA[
<artwork><![CDATA[
Traffic Control Center in Vehicular Cloud Traffic Control Center in Vehicular Cloud
******************************************* *******************************************
+-------------+ * * +-------------+ * *
|Correspondent| * +-----------------+ * |Correspondent| * +-----------------+ *
| Node |<->* | Mobility Anchor | * | Node |<->* | Mobility Anchor | *
+-------------+ * +-----------------+ * +-------------+ * +-----------------+ *
* ^ * * ^ *
* | * * | *
* v * * v *
******************************************* *******************************************
skipping to change at line 707 skipping to change at line 638
| : V2V | | : V2V | | : V2V | | : V2V | | : V2V | | : V2V |
| v | | v | | v | | v | | v | | v |
| +--------+ | | +--------+ | | +--------+ | | +--------+ | | +--------+ | | +--------+ |
| |Vehicle5|===> | | |Vehicle6|===>| | |Vehicle7|==>| | |Vehicle5|===> | | |Vehicle6|===>| | |Vehicle7|==>|
| +--------+ | | +--------+ | | +--------+ | | +--------+ | | +--------+ | | +--------+ |
+-----------------+ +-----------------+ +-----------------+ +-----------------+ +-----------------+ +-----------------+
Subnet1 Subnet2 Subnet3 Subnet1 Subnet2 Subnet3
(Prefix1) (Prefix2) (Prefix3) (Prefix1) (Prefix2) (Prefix3)
<----> Wired Link <....> Wireless Link ===> Moving Direction <----> Wired Link <....> Wireless Link ===> Moving Direction
]]></artwork> ]]></artwork>
</figure> </figure>
<section anchor="subsection_GP-Vehicular-Network-Architecture" numbered="t
<section anchor="subsection:GP-Vehicular-Network-Architecture" rue" toc="default">
title="Vehicular Network Architecture"> <name>Vehicular Network Architecture</name>
<t> <t>
<xref target="fig:vehicular-network-architecture" /> shows an <xref target="fig_vehicular-network-architecture" format="default"/> shows a
n
example vehicular network architecture for V2I and V2V in example vehicular network architecture for V2I and V2V in
a road network. a road network.
The vehicular network architecture contains vehicles The vehicular network architecture contains vehicles
(including IP-OBU), IP-RSUs, Mobility Anchor, Traffic Control (including IP-OBU), IP-RSUs, Mobility Anchor, Traffic Control
Center, and Vehicular Cloud as components. Center, and Vehicular Cloud as components.
These components are not mandatory, and they can be deployed These components are not mandatory, and they can be deployed
into vehicular networks in various ways. Some of them (e.g., into vehicular networks in various ways. Some of them (e.g.,
Mobility Anchor, Traffic Control Center, and Vehicular Cloud) may Mobility Anchor, Traffic Control Center, and Vehicular Cloud) may
not be needed for the vehicular networks according to target use not be needed for the vehicular networks according to target use
cases in <xref target="section:Use-Cases" />. cases in <xref target="section_Use-Cases" format="default"/>.
</t> </t>
<t>
<t>
Existing network architectures, such as the network architectures of Existing network architectures, such as the network architectures of
PMIPv6 <xref target="RFC5213" />, RPL (IPv6 Routing Protocol for Low-Power PMIPv6 <xref target="RFC5213" format="default"/>, RPL (IPv6 Routing
and Lossy Networks) <xref target="RFC6550" />, and AERO/OMNI Protocol for Low-Power and Lossy Networks) <xref target="RFC6550"
<xref target="I-D.templin-6man-aero"/><xref target="I-D.templin-6man-omni"/> format="default"/>, Automatic Extended Route Optimization <xref
, can be extended to a target="I-D.templin-intarea-aero" format="default"/>, and Overlay
vehicular network architecture for multihop V2V, V2I, and V2X, as Multilink Network Interface <xref target="I-D.templin-intarea-omni"
shown in <xref target="fig:vehicular-network-architecture" />. format="default"/>, can be extended to a vehicular network architecture
Refer to <xref target="appendix:Support-of-Multihop-V2X" /> for the for multihop V2V, V2I, and V2X, as shown in <xref
detailed discussion on multihop V2X networking by RPL and OMNI. target="fig_vehicular-network-architecture" format="default"/>. Refer to
Also, refer to <xref target="appendix:Support-of-Multiple-Radio-Technologies <xref target="appendix_Support-of-Multihop-V2X" format="default"/> for the
-for-V2V" /> detailed discussion on multihop V2X networking by RPL and OMNI. Also,
for the description of how OMNI is designed to support the use of multiple r refer to <xref
adio target="appendix_Support-of-Multiple-Radio-Technologies-for-V2V"
technologies in V2X. format="default"/> for the description of how OMNI is designed to support
Note that though AERO/OMNI is not actually deployed in the industry, the use of multiple radio technologies in V2X. Note that though AERO/OMNI
this AERO/OMNI is mentioned as a possible approach for vehicular is not actually deployed in the industry, this AERO/OMNI is mentioned as a
networks in this document. possible approach for vehicular networks in this document.
</t> </t>
<t>
<t> As shown in <xref target="fig_vehicular-network-architecture" format="defaul
As shown in <xref target="fig:vehicular-network-architecture" />, IP-RSUs as t"/>, IP-RSUs as
routers and vehicles with IP-OBU routers and vehicles with IP-OBU
have wireless media interfaces for VANET. have wireless media interfaces for VANET.
The three IP-RSUs (IP-RSU1, IP-RSU2, and IP-RSU3) are deployed in the road The three IP-RSUs (IP-RSU1, IP-RSU2, and IP-RSU3) are deployed in the road
network and are connected with each other through the wired networks network and are connected with each other through the wired networks
(e.g., Ethernet). (e.g., Ethernet).
A Traffic Control Center (TCC) is connected to the Vehicular Cloud for A Traffic Control Center (TCC) is connected to the Vehicular Cloud for
the management of IP-RSUs and vehicles in the road network. the management of IP-RSUs and vehicles in the road network.
A Mobility Anchor (MA) may be located in the TCC as a mobility management A Mobility Anchor (MA) may be located in the TCC as a mobility management
controller. controller.
Vehicle2, Vehicle3, and Vehicle4 are wirelessly connected to IP-RSU1, Vehicle2, Vehicle3, and Vehicle4 are wirelessly connected to IP-RSU1,
IP-RSU2, and IP-RSU3, respectively. IP-RSU2, and IP-RSU3, respectively.
The three wireless networks of IP-RSU1, IP-RSU2, and IP-RSU3 can belong to t hree The three wireless networks of IP-RSU1, IP-RSU2, and IP-RSU3 can belong to t hree
different subnets (i.e., Subnet1, Subnet2, and Subnet3), respectively. different subnets (i.e., Subnet1, Subnet2, and Subnet3), respectively.
Those three subnets use three different prefixes (i.e., Prefix1, Prefix2, Those three subnets use three different prefixes (i.e., Prefix1, Prefix2,
and Prefix3). and Prefix3).
</t> </t>
<t>
<t>
</t>
<t>
Multiple vehicles under the coverage of an IP-RSU share a prefix just as Multiple vehicles under the coverage of an IP-RSU share a prefix just as
mobile nodes share a prefix of a Wi-Fi access point in a wireless mobile nodes share a prefix of a Wi-Fi access point in a wireless
LAN. This is a natural characteristic in infrastructure-based wireless LAN. This is a natural characteristic in infrastructure-based wireless
networks. For example, in <xref target="fig:vehicular-network-architecture" networks.
/>,
two vehicles (i.e., Vehicle2, and Vehicle5) can use Prefix 1 to configure
their IPv6 global addresses for V2I communication.
Alternatively, mobile nodes can employ a "Bring-Your-Own-Addresses (BYOA)"
(or "Bring-Your-Own-Prefix (BYOP)") technique using their own IPv6 Unique Lo
cal Addresses (ULAs)
<xref target="RFC4193" /> over the wireless network.
</t>
<t> For example, in <xref target="fig_vehicular-network-architecture" format="defaul
t"/>,
two vehicles (i.e., Vehicle2 and Vehicle5) can use Prefix1 to configure
their IPv6 global addresses for V2I communication.
Alternatively, two vehicles can employ a "Bring Your Own Addresses (BYOA)"
(or "Bring Your Own Prefix (BYOP)") technique using their own IPv6 Unique Lo
cal Addresses (ULAs)
<xref target="RFC4193" format="default"/> over the wireless network.
</t>
<t>
In wireless subnets in vehicular networks (e.g., Subnet1 and Subnet2 In wireless subnets in vehicular networks (e.g., Subnet1 and Subnet2
in <xref target="fig:vehicular-network-architecture" />), vehicles can in <xref target="fig_vehicular-network-architecture" format="default"/>), ve hicles can
construct a connected VANET (with an arbitrary graph topology) and can construct a connected VANET (with an arbitrary graph topology) and can
communicate with each other via V2V communication. communicate with each other via V2V communication.
Vehicle1 can communicate with Vehicle2 via V2V communication, and Vehicle1 can communicate with Vehicle2 via V2V communication, and
Vehicle2 can communicate with Vehicle3 via V2V communication because Vehicle2 can communicate with Vehicle3 via V2V communication because
they are within the wireless communication range of each other. they are within the wireless communication range of each other.
On the other hand, Vehicle3 can communicate with On the other hand, Vehicle3 can communicate with
Vehicle4 via the vehicular infrastructure (i.e., IP-RSU2 and IP-RSU3) Vehicle4 via the vehicular infrastructure (i.e., IP-RSU2 and IP-RSU3)
by employing V2I (i.e., V2I2V) communication because they are not by employing V2I (i.e., V2I2V) communication because they are not
within the wireless communication range of each other. within the wireless communication range of each other.
</t> </t>
<t>
<t>
As a basic definition for IPv6 packets transported over IEEE 802.11-OCB, As a basic definition for IPv6 packets transported over IEEE 802.11-OCB,
<xref target="RFC8691"/> specifies several details, including <xref target="RFC8691" format="default"/> specifies several details, includi ng
Maximum Transmission Unit (MTU), frame format, link-local address, Maximum Transmission Unit (MTU), frame format, link-local address,
address mapping for unicast and multicast, stateless autoconfiguration, and address mapping for unicast and multicast, stateless autoconfiguration, and
subnet structure. subnet structure.
</t> </t>
<t>
<t>
An IPv6 mobility solution is needed for the guarantee of communication An IPv6 mobility solution is needed for the guarantee of communication
continuity in vehicular networks so that a vehicle's TCP session can be continuity in vehicular networks so that a vehicle's TCP session can be
continued, or UDP packets can be delivered to a vehicle as a destination continued or that UDP packets can be delivered to a vehicle as a
without loss while it moves from an IP-RSU's wireless coverage to another destination without loss while it moves from an IP-RSU's wireless coverage
IP-RSU's wireless coverage. to another IP-RSU's wireless coverage. In <xref
In <xref target="fig:vehicular-network-architecture" />, target="fig_vehicular-network-architecture" format="default"/>, assuming
assuming that Vehicle2 has a TCP session (or a UDP session) with a that Vehicle2 has a TCP session (or a UDP session) with a correspondent
correspondent node in the vehicular cloud, Vehicle2 can move from node in the Vehicular Cloud, Vehicle2 can move from IP-RSU1's wireless
IP-RSU1's wireless coverage to IP-RSU2's wireless coverage. In this case, coverage to IP-RSU2's wireless coverage. In this case, a handover for
a handover for Vehicle2 needs to be performed by either a host-based Vehicle2 needs to be performed by either a host-based mobility management
mobility management scheme (e.g., MIPv6 <xref target="RFC6275" />) or a scheme (e.g., MIPv6 <xref target="RFC6275" format="default"/>) or a
network-based mobility management scheme (e.g., PMIPv6 network-based mobility management scheme (e.g., PMIPv6 <xref
<xref target="RFC5213" />, NEMO <xref target="RFC3963"/> target="RFC5213" format="default"/>, NEMO <xref target="RFC3963"
<xref target="RFC4885"/> <xref target="RFC4888"/>, and format="default"/> <xref target="RFC4885" format="default"/> <xref
AERO <xref target="I-D.templin-6man-aero" />). target="RFC4888" format="default"/>, and AERO <xref
This document describes issues in mobility management for vehicular target="I-D.templin-intarea-aero" format="default"/>). This document
networks in <xref target="subsection:Mobility-Management"/>. describes issues in mobility management for vehicular networks in <xref
For improving TCP session continuity or successful UDP packet delivery, the target="subsection_Mobility-Management" format="default"/>. For improving
multi-path TCP (MPTCP) <xref target="RFC8684"/> or QUIC protocol TCP session continuity or successful UDP packet delivery, the Multipath
<xref target="RFC9000"/> can also be used. IP-OBUs, however, may still TCP (MPTCP) <xref target="RFC8684" format="default"/> or QUIC protocol
experience more session time-out and re-establishment procedures due to <xref target="RFC9000" format="default"/> can also be used. IP-OBUs,
lossy connections among vehicles caused by the high mobility dynamics of however, may still experience more session time-out and re-establishment
them. procedures due to lossy connections among vehicles caused by the high
</t> mobility dynamics of them.
</t>
</section> </section>
<section anchor="subsection_GP-V2I-based-Internetworking" numbered="true"
<section anchor="subsection:GP-V2I-based-Internetworking" toc="default">
title="V2I-based Internetworking"> <name>V2I-Based Internetworking</name>
<t> <t>
This section discusses the internetworking between a vehicle's This section discusses the internetworking between a vehicle's
internal network (i.e., mobile network) and an EN's internal internal network (i.e., mobile network) and an EN's internal
network (i.e., fixed network) via V2I communication. network (i.e., fixed network) via V2I communication.
The internal network of a vehicle is nowadays constructed with The internal network of a vehicle is nowadays constructed with
Ethernet by many automotive vendors <xref target="In-Car-Network" />. Ethernet by many automotive vendors <xref target="In-Car-Network" format="de fault"/>.
Note that an EN can accommodate multiple routers (or switches) Note that an EN can accommodate multiple routers (or switches)
and servers (e.g., ECDs, navigation server, and DNS server) and servers (e.g., ECDs, navigation server, and DNS server)
in its internal network. in its internal network.
</t> </t>
<t>
<t>
A vehicle's internal network often uses Ethernet to interconnect A vehicle's internal network often uses Ethernet to interconnect
Electronic Control Units (ECUs) in the vehicle. The internal Electronic Control Units (ECUs) in the vehicle. The internal network can
network can support Wi-Fi and Bluetooth to accommodate a driver's support Wi-Fi and Bluetooth to accommodate a driver's and passenger's
and passenger's mobile devices (e.g., smartphone or tablet). mobile devices (e.g., smartphone or tablet). The network topology and
The network topology and subnetting depend on each vendor's subnetting depend on each vendor's network configuration for a vehicle and
network configuration for a vehicle and an EN. an EN. It is reasonable to consider interactions between the internal
It is reasonable to consider interactions between the internal network of a vehicle and that of another vehicle or an EN. Note that it
network of a vehicle and that of another vehicle or an EN. is dangerous if the internal network of a vehicle is controlled by a
Note that it is dangerous if the internal network of a vehicle is malicious party. These dangers can include unauthorized driving control
controlled by a malicious party. These dangers can include unauthorized input and unauthorized driving information disclosure to an unauthorized
driving control input and unauthorized driving information disclosure to third party. A malicious party can be a group of hackers, a criminal
an unauthorized third party. A malicious party can be a group of group, and a competitor for industrial espionage or sabotage. To minimize
hackers, a criminal group, and a competitor for industrial espionage this kind of risk, an augmented identification and verification protocol,
or sabotage. which has an extra means, shall be implemented based on a basic identity
To minimize this kind of risk, an augmented identification and verification verification process.
protocol, which has an extra means, shall be implemented based on a basic id
entity verification process. These extra means could include approaches based on certificates,
These extra means can be certificate-based, biometric, credit-based, biometrics, credit, or One-Time Passwords (OTPs)
and one-time passcode (OTP) approaches in addition to a used approach in addition to Host Identity Protocol certificates <xref target="RFC8002" for
<xref target="RFC8002" />. mat="default"/>.
The parties of the verification protocol can be from a built-in The parties of the verification protocol can be from a built-in
verification protocol in the current vehicle, which is pre-installed by a verification protocol in the current vehicle, which is pre-installed by a
vehicle vendor. The parties can also be from any verification authorities vehicle vendor. The parties can also be from any verification authorities
that have the database of authenticated users. The security properties that have the database of authenticated users. The security properties
provided by a verification protocol can be identity-related information, provided by a verification protocol can be identity-related information,
such as the genuineness of an identity, the authenticity of an identity, such as the genuineness of an identity, the authenticity of an identity,
and the ownership of an identity <xref target="RFC7427" />. and the ownership of an identity <xref target="RFC7427"
</t> format="default"/>.
</t>
<t> <t>
The augmented identification and verification protocol with extra means can The augmented identification and verification protocol with extra means can
support security properties such as the identification and verification of support security properties such as the identification and verification of
a vehicle, driver, and passenger. First, a credit-based means is to let a a vehicle, driver, and passenger.
vehicle classify the received messages sent by another host to different
severity levels for driving safety in order to calculate the credit for the First, a credit-based method is when a vehicle classifies the messages it rec
sender. Based on an accumulated credit, a correspondent node can verify eived
from another host into various levels based on their potential
effects on driving safety in order to calculate the credit of that sender.
Based on accumulated credit, a correspondent node can verify
the other party to see whether it is genuine or not. Second, a the other party to see whether it is genuine or not. Second, a
certificate-based means includes a user certificate (e.g., X.509 certificate-based method includes a user certificate (e.g., X.509
certificate <xref target="RFC5280" />) to authenticate a vehicle or its certificate <xref target="RFC5280" format="default"/>) to authenticate a ve
driver. Third, a biometric means includes a fingerprint, face or voice to hicle or its
authenticate a driver or passenger. Lastly, one-time passcode (called driver. Third, a biometric method includes a fingerprint, face, or voice t
OTP) means lets another already-authenticated device (e.g., smartphone and o
authenticate a driver or passenger. Lastly, an OTP-based method lets anoth
er already-authenticated device (e.g., smartphone and
tablet) of a driver or passenger be used to authenticate a driver or tablet) of a driver or passenger be used to authenticate a driver or
passenger. passenger.
</t> </t>
<figure anchor="fig_v2i-internetworking">
<figure anchor="fig:v2i-internetworking" <name>Internetworking between Vehicle and Edge Network</name>
title="Internetworking between Vehicle and Edge Network"> <artwork name="" type="" align="left" alt=""><![CDATA[
<artwork><![CDATA[
+-----------------+ +-----------------+
(*)<........>(*) +----->| Vehicular Cloud | (*)<........>(*) +----->| Vehicular Cloud |
(2001:db8:1:1::/64) | | | +-----------------+ (2001:db8:1:1::/64) | | | +-----------------+
+------------------------------+ +---------------------------------+ +------------------------------+ +---------------------------------+
| v | | v v | | v | | v v |
| +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ |
| | Host1 | |IP-OBU1| | | |IP-RSU1| | Host3 | | | | Host1 | |IP-OBU1| | | |IP-RSU1| | Host3 | |
| +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ |
| ^ ^ | | ^ ^ | | ^ ^ | | ^ ^ |
| | | | | | | | | | | | | | | |
skipping to change at line 917 skipping to change at line 840
| +-------+ +-------+ | | +-------+ +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ +-------+ |
| ^ ^ | | ^ ^ ^ | | ^ ^ | | ^ ^ ^ |
| | | | | | | | | | | | | | | | | |
| v v | | v v v | | v v | | v v v |
| ---------------------------- | | ------------------------------- | | ---------------------------- | | ------------------------------- |
| 2001:db8:10:2::/64 | | 2001:db8:20:2::/64 | | 2001:db8:10:2::/64 | | 2001:db8:20:2::/64 |
+------------------------------+ +---------------------------------+ +------------------------------+ +---------------------------------+
Vehicle1 (Mobile Network1) EN1 (Fixed Network1) Vehicle1 (Mobile Network1) EN1 (Fixed Network1)
<----> Wired Link <....> Wireless Link (*) Antenna <----> Wired Link <....> Wireless Link (*) Antenna
]]></artwork> ]]></artwork>
</figure> </figure>
<t>
<t> As shown in <xref target="fig_v2i-internetworking" format="default"/>, as in
As shown in <xref target="fig:v2i-internetworking" />, as internal ternal
networks, a vehicle's mobile network and an EN's fixed network networks, a vehicle's mobile network and an EN's fixed network
are self-contained networks having multiple subnets and having are self-contained networks having multiple subnets and having
an edge router (e.g., IP-OBU and IP-RSU) for the communication with an edge router (e.g., IP-OBU and IP-RSU) for communication with
another vehicle or another EN. another vehicle or another EN.
The internetworking between two internal networks via V2I communication The internetworking between two internal networks via V2I communication
requires the exchange of the network parameters and the network requires the exchange of the network parameters and the network
prefixes of the internal networks. For the efficiency, the network prefixes of the internal networks. For the efficiency, the network
prefixes of the internal networks (as a mobile network) in a prefixes of the internal networks (as a mobile network) in a
vehicle need to be delegated and configured automatically. Note vehicle need to be delegated and configured automatically. Note
that a mobile network's network prefix can be called a Mobile that a mobile network's network prefix can be called a Mobile
Network Prefix (MNP) <xref target="RFC3963" />. Network Prefix (MNP) <xref target="RFC3963" format="default"/>.
</t> </t>
<t>
<t> <xref target="fig_v2i-internetworking" format="default"/> also shows the int
<xref target="fig:v2i-internetworking" /> also shows the internetworking ernetworking
between the vehicle's mobile network and the EN's fixed network. between the vehicle's mobile network and the EN's fixed network.
There exists an internal network (Mobile Network1) inside Vehicle1. There exists an internal network (Mobile Network1) inside Vehicle1.
Vehicle1 has two hosts (Host1 and Host2), and two routers (IP-OBU1 Vehicle1 has two hosts (Host1 and Host2) and two routers (IP-OBU1
and Router1). There exists another internal network (Fixed Network1) and Router1). There exists another internal network (Fixed Network1)
inside EN1. EN1 has one host (Host3), two routers (IP-RSU1 and inside EN1. EN1 has one host (Host3), two routers (IP-RSU1 and
Router2), and the collection of servers (Server1 to ServerN) for Router2), and the collection of servers (Server1 to ServerN) for
various services in the road networks, such as the emergency various services in the road networks, such as the emergency
notification and navigation. Vehicle1's IP-OBU1 (as a mobile router) notification and navigation. Vehicle1's IP-OBU1 (as a mobile router)
and EN1's IP-RSU1 (as a fixed router) use 2001:db8:1:1::/64 for an and EN1's IP-RSU1 (as a fixed router) use 2001:db8:1:1::/64 for an
external link (e.g., DSRC) for V2I networking. external link (e.g., DSRC) for V2I networking.
Thus, a host (Host1) in Vehicle1 can communicate with a server Thus, a host (Host1) in Vehicle1 can communicate with a server
(Server1) in EN1 for a vehicular service through Vehicle1's moving (Server1) in EN1 for a vehicular service through Vehicle1's mobile
network, a wireless link between IP-OBU1 and IP-RSU1, and EN1's fixed network, a wireless link between IP-OBU1 and IP-RSU1, and EN1's fixed
network. network.
</t> </t>
<t>
<t>
For the IPv6 communication between an IP-OBU and an IP-RSU or between For the IPv6 communication between an IP-OBU and an IP-RSU or between
two neighboring IP-OBUs, they need to know the network parameters, two neighboring IP-OBUs, they need to know the network parameters,
which include MAC layer and IPv6 layer information. which include MAC layer and IPv6 layer information.
The MAC layer information includes wireless link layer parameters, The MAC layer information includes wireless link-layer parameters,
transmission power level, and the MAC address of an external network transmission power level, and the MAC address of an external network
interface for the internetworking with another IP-OBU or IP-RSU. interface for the internetworking with another IP-OBU or IP-RSU.
The IPv6 layer information includes the IPv6 address and network The IPv6 layer information includes the IPv6 address and network
prefix of an external network interface for the internetworking with prefix of an external network interface for the internetworking with
another IP-OBU or IP-RSU. another IP-OBU or IP-RSU.
</t> </t>
<t>
<t>
Through the mutual knowledge of the network parameters of Through the mutual knowledge of the network parameters of
internal networks, packets can be transmitted between the vehicle's moving internal networks, packets can be transmitted between the vehicle's mobile
network and the EN's fixed network. Thus, V2I requires an efficient network and the EN's fixed network. Thus, V2I requires an efficient
protocol for the mutual knowledge of network parameters. Note that protocol for the mutual knowledge of network parameters. Note that
from a security point of view, a perimeter-based policy enforcement from a security point of view, perimeter-based policy enforcement
<xref target="RFC9099" format="default"/>
can be applied to protect parts of the internal network of a vehicle. can be applied to protect parts of the internal network of a vehicle.
</t> </t>
<t>
<t> As shown in <xref target="fig_v2i-internetworking" format="default"/>, the a
As shown in <xref target="fig:v2i-internetworking" />, the addresses ddresses
used for IPv6 transmissions over the wireless link interfaces for used for IPv6 transmissions over the wireless link interfaces for
IP-OBU and IP-RSU can be link-local IPv6 addresses, ULAs, or global IP-OBU and IP-RSU can be IPv6 link-local addresses, ULAs, or IPv6 global
IPv6 addresses. When IPv6 addresses are used, wireless interface addresses. When IPv6 addresses are used, wireless interface
configuration and control overhead for DAD <xref target="RFC4862" /> and configuration and control overhead for Duplicate Address Detection (DAD) <xr
Multicast Listener Discovery (MLD) <xref target="RFC2710" /><xref target="RF ef target="RFC4862" format="default"/> and
C3810" /> Multicast Listener Discovery (MLD) <xref target="RFC2710" format="default"/>
<xref target="RFC3810" format="default"/>
should be minimized to support V2I and V2X communications for vehicles should be minimized to support V2I and V2X communications for vehicles
moving fast along roadways. moving fast along roadways.
</t> </t>
<t>
<t>
Let us consider the upload/download time of a ground vehicle when it passes Let us consider the upload/download time of a ground vehicle when it passes
through the wireless communication coverage of an IP-RSU. through the wireless communication coverage of an IP-RSU.
For a given typical setting where 1km is the maximum DSRC communication For a given typical setting where 1 km is the maximum DSRC communication
range <xref target="DSRC"/> and 100km/h is the speed limit in highway for range <xref target="DSRC" format="default"/> and 100 km/h is the speed limit
on highways for
ground vehicles, the dwelling time can be calculated to be 72 seconds ground vehicles, the dwelling time can be calculated to be 72 seconds
by dividing the diameter by dividing the diameter
of the 2km (i.e., two times of DSRC communication range where an IP-RSU of the 2 km (i.e., two times the DSRC communication range where an IP-RSU
is located in the center of the circle of wireless communication) by is located in the center of the circle of wireless communication) by
the speed limit of 100km/h (i.e., about 28m/s). For the 72 seconds, a the speed limit of 100 km/h (i.e., about 28 m/s). For the 72 seconds, a
vehicle passing through the coverage of an IP-RSU can upload and download vehicle passing through the coverage of an IP-RSU can upload and download
data packets to/from the IP-RSU. data packets to/from the IP-RSU.
For special cases such as emergency vehicles moving above the speed limit, t For special cases, such as emergency vehicles moving above the speed limit,
he dwelling time is relatively shorter than that of other vehicles. the dwelling time is relatively shorter than that of other vehicles.
For cases of airborne vehicles, considering a higher flying speed and a For cases of airborne vehicles (i.e., aircraft), considering a higher
higher altitude, the dwelling time can be much shorter. flying speed and a higher altitude, the dwelling time can be much shorter.
</t> </t>
</section>
</section> <!-- end section "V2I-based Internetworking" --> <!-- end section "V2I-based Internetworking" -->
<section anchor="subsubsubsection:GP-V2V-based-Internetworking" <section anchor="subsubsubsection_GP-V2V-based-Internetworking" numbered="tr
title="V2V-based Internetworking"> ue" toc="default">
<t> <name>V2V-Based Internetworking</name>
This section discusses the internetworking between the moving <t>
This section discusses the internetworking between the mobile
networks of two neighboring vehicles via V2V communication. networks of two neighboring vehicles via V2V communication.
</t> </t>
<figure anchor="fig_v2v-internetworking">
<figure anchor="fig:v2v-internetworking" <name>Internetworking between Two Vehicles</name>
title="Internetworking between Two Vehicles"> <artwork name="" type="" align="left" alt=""><![CDATA[
<artwork><![CDATA[
(*)<..........>(*) (*)<..........>(*)
(2001:db8:1:1::/64) | | (2001:db8:1:1::/64) | |
+------------------------------+ +------------------------------+ +------------------------------+ +------------------------------+
| v | | v | | v | | v |
| +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ |
| | Host1 | |IP-OBU1| | | |IP-OBU2| | Host3 | | | | Host1 | |IP-OBU1| | | |IP-OBU2| | Host3 | |
| +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ |
| ^ ^ | | ^ ^ | | ^ ^ | | ^ ^ |
| | | | | | | | | | | | | | | |
| v v | | v v | | v v | | v v |
skipping to change at line 1040 skipping to change at line 958
| +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ |
| ^ ^ | | ^ ^ | | ^ ^ | | ^ ^ |
| | | | | | | | | | | | | | | |
| v v | | v v | | v v | | v v |
| ---------------------------- | | ---------------------------- | | ---------------------------- | | ---------------------------- |
| 2001:db8:10:2::/64 | | 2001:db8:30:2::/64 | | 2001:db8:10:2::/64 | | 2001:db8:30:2::/64 |
+------------------------------+ +------------------------------+ +------------------------------+ +------------------------------+
Vehicle1 (Mobile Network1) Vehicle2 (Mobile Network2) Vehicle1 (Mobile Network1) Vehicle2 (Mobile Network2)
<----> Wired Link <....> Wireless Link (*) Antenna <----> Wired Link <....> Wireless Link (*) Antenna
]]></artwork> ]]></artwork>
</figure> </figure>
<t>
<t> <xref target="fig_v2v-internetworking" format="default"/> shows the internet
<xref target="fig:v2v-internetworking" /> shows the internetworking working
between the mobile networks of two neighboring vehicles. There between the mobile networks of two neighboring vehicles. There
exists an internal network (Mobile Network1) inside Vehicle1. exists an internal network (Mobile Network1) inside Vehicle1.
Vehicle1 has two hosts (Host1 and Host2), and two routers Vehicle1 has two hosts (Host1 and Host2) and two routers
(IP-OBU1 and Router1). There exists another internal network (IP-OBU1 and Router1). There exists another internal network
(Mobile Network2) inside Vehicle2. Vehicle2 has two hosts (Mobile Network2) inside Vehicle2. Vehicle2 has two hosts
(Host3 and Host4), and two routers (IP-OBU2 and Router2). (Host3 and Host4) and two routers (IP-OBU2 and Router2).
Vehicle1's IP-OBU1 (as a mobile router) and Vehicle2's IP-OBU2 Vehicle1's IP-OBU1 (as a mobile router) and Vehicle2's IP-OBU2
(as a mobile router) use 2001:db8:1:1::/64 for an external link (as a mobile router) use 2001:db8:1:1::/64 for an external link
(e.g., DSRC) for V2V networking. Thus, a host (Host1) in Vehicle1 (e.g., DSRC) for V2V networking. Thus, a host (Host1) in Vehicle1
can communicate with another host (Host3) in Vehicle2 for a vehicular can communicate with another host (Host3) in Vehicle2 for a vehicular
service through Vehicle1's mobile network, a wireless link between service through Vehicle1's mobile network, a wireless link between
IP-OBU1 and IP-OBU2, and Vehicle2's mobile network. IP-OBU1 and IP-OBU2, and Vehicle2's mobile network.
</t> </t>
<t>
<t> As a V2V use case in <xref target="subsection_V2V-Use-Cases" format="default
As a V2V use case in <xref target="subsection:V2V-Use-Cases" />, "/>,
<xref target="fig:multihop-v2v-internetworking" /> shows the <xref target="fig_multihop-v2v-internetworking" format="default"/> shows a
linear network topology of platooning vehicles for V2V communications linear network topology of platooning vehicles for V2V communications
where Vehicle3 is the leading vehicle with a driver, and Vehicle2 and where Vehicle3 is the lead vehicle with a driver, and Vehicle2 and
Vehicle1 are the following vehicles without drivers. Vehicle1 are the following vehicles without drivers.
From a security point of view, before vehicles can be platooned, From a security point of view, before vehicles can be platooned,
they shall be mutually authenticated to reduce possible security risks. they shall be mutually authenticated to reduce possible security risks.
</t> </t>
<figure anchor="fig_multihop-v2v-internetworking">
<figure anchor="fig:multihop-v2v-internetworking" <name>Multihop Internetworking between Two Vehicle Networks</name>
title="Multihop Internetworking between Two Vehicle Networks"> <artwork name="" type="" align="left" alt=""><![CDATA[
<artwork><![CDATA[
(*)<..................>(*)<..................>(*) (*)<..................>(*)<..................>(*)
| | | | | |
+-----------+ +-----------+ +-----------+ +-----------+ +-----------+ +-----------+
| | | | | | | | | | | |
| +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ |
| |IP-OBU1| | | |IP-OBU2| | | |IP-OBU3| | | |IP-OBU1| | | |IP-OBU2| | | |IP-OBU3| |
| +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ |
| ^ | | ^ | | ^ | | ^ | | ^ | | ^ |
| | |=====> | | |=====> | | |=====> | | |=====> | | |=====> | | |=====>
| v | | v | | v | | v | | v | | v |
| +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ |
| | Host1 | | | | Host2 | | | | Host3 | | | | Host1 | | | | Host2 | | | | Host3 | |
| +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ |
| | | | | | | | | | | |
+-----------+ +-----------+ +-----------+ +-----------+ +-----------+ +-----------+
Vehicle1 Vehicle2 Vehicle3 Vehicle1 Vehicle2 Vehicle3
<----> Wired Link <....> Wireless Link ===> Moving Direction <----> Wired Link <....> Wireless Link ===> Moving Direction
(*) Antenna (*) Antenna
]]></artwork> ]]></artwork>
</figure> </figure>
<t>
<t> As shown in <xref target="fig_multihop-v2v-internetworking" format="default"
As shown in <xref target="fig:multihop-v2v-internetworking" />, />,
multihop internetworking is feasible among the mobile networks of multihop internetworking is feasible among the mobile networks of
three vehicles in the same VANET. For example, Host1 in Vehicle1 can three vehicles in the same VANET. For example, Host1 in Vehicle1 can
communicate with Host3 in Vehicle3 via IP-OBU1 in Vehicle1, IP-OBU2 in communicate with Host3 in Vehicle3 via IP-OBU1 in Vehicle1, IP-OBU2 in
Vehicle2, and IP-OBU3 in Vehicle3 in the VANET, as shown in Vehicle2, and IP-OBU3 in Vehicle3 in the VANET, as shown in
the figure. the figure.
</t> </t>
<t>
<t>
In this section, the link between two vehicles is assumed to be stable In this section, the link between two vehicles is assumed to be stable
for single-hop wireless communication regardless of the sight relationship for single-hop wireless communication regardless of the sight relationship,
such as line of sight and non-line of sight, as shown in such as Line-of-Sight and Non-Line-of-Sight, as shown in
<xref target="fig:v2v-internetworking" />. <xref target="fig_v2v-internetworking" format="default"/>.
Even in <xref target="fig:multihop-v2v-internetworking" />, the three Even in <xref target="fig_multihop-v2v-internetworking" format="default"/>,
the three
vehicles are connected to each other with a linear topology, however, vehicles are connected to each other with a linear topology, however,
multihop V2V communication can accommodate any network topology (i.e., multihop V2V communication can accommodate any network topology (i.e.,
an arbitrary graph) over VANET routing protocols. an arbitrary graph) over VANET routing protocols.
</t> </t>
<figure anchor="fig_multihop-v2i2v-internetworking">
<figure anchor="fig:multihop-v2i2v-internetworking" <name>Multihop Internetworking between Two Vehicle Networks via IP-RSU
title="Multihop Internetworking between Two Vehicle Networks via IP-RSU (V2I (V2I2V)</name>
2V)"> <artwork name="" type="" align="left" alt=""><![CDATA[
<artwork><![CDATA[
(*)<..................>(*)<..................>(*) (*)<..................>(*)<..................>(*)
| | | | | |
+-----------+ +-----------+ +-----------+ +-----------+ +-----------+ +-----------+
| | | | | | | | | | | |
| +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ |
| |IP-OBU1| | | |IP-RSU1| | | |IP-OBU3| | | |IP-OBU1| | | |IP-RSU1| | | |IP-OBU3| |
| +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ |
| ^ | | ^ | | ^ | | ^ | | ^ | | ^ |
| | |=====> | | | | | |=====> | | |=====> | | | | | |=====>
| v | | v | | v | | v | | v | | v |
| +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ |
| | Host1 | | | | Host2 | | | | Host3 | | | | Host1 | | | | Host2 | | | | Host3 | |
| +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ | | +-------+ |
| | | | | | | | | | | |
+-----------+ +-----------+ +-----------+ +-----------+ +-----------+ +-----------+
Vehicle1 EN1 Vehicle3 Vehicle1 EN1 Vehicle3
<----> Wired Link <....> Wireless Link ===> Moving Direction <----> Wired Link <....> Wireless Link ===> Moving Direction
(*) Antenna (*) Antenna
]]></artwork> ]]></artwork>
</figure> </figure>
<t>
<t> As shown in <xref target="fig_multihop-v2i2v-internetworking" format="defaul
As shown in <xref target="fig:multihop-v2i2v-internetworking" />, t"/>,
multihop internetworking between two vehicles is feasible via multihop internetworking between two vehicles is feasible via
an infrastructure node (i.e., IP-RSU) with wireless connectivity an infrastructure node (e.g., IP-RSU) with wireless connectivity
among the mobile networks of two vehicles and the fixed network of among the mobile networks of two vehicles and the fixed network of
an edge network (denoted as EN1) in the same VANET. For example, an edge network (denoted as EN1) in the same VANET. For example,
Host1 in Vehicle1 can communicate with Host3 in Vehicle3 via Host1 in Vehicle1 can communicate with Host3 in Vehicle3 via
IP-OBU1 in Vehicle1, IP-RSU1 in EN1, and IP-OBU3 in Vehicle3 in IP-OBU1 in Vehicle1, IP-RSU1 in EN1, and IP-OBU3 in Vehicle3 in
the VANET, as shown in the figure. the VANET, as shown in the figure.
</t> </t>
<t>
<t>
For the reliability required in V2V networking, the ND optimization For the reliability required in V2V networking, the ND optimization
defined in MANET <xref target="RFC6130" /> defined in the Mobile Ad Hoc Network (MANET) <xref target="RFC6130" forma
<xref target="RFC7466" /> improves the classical IPv6 ND in terms t="default"/>
<xref target="RFC7466" format="default"/> improves the classical IPv6
ND in terms
of tracking neighbor information with up to two hops and introducing of tracking neighbor information with up to two hops and introducing
several extensible Information Bases, which serves the MANET routing several extensible Information Bases. This improvement serves the MANET r
protocols such as the different versions of Optimized Link State outing
Routing Protocol (OLSR) <xref target="RFC3626" /> protocols, such as the different versions of Optimized Link State
<xref target="RFC7181" />, Open Shortest Path First (OSPF) derivatives Routing Protocol (OLSR) <xref target="RFC3626" format="default"/>
(e.g., <xref target="RFC5614" />), and Dynamic Link Exchange Protocol (DLEP) <xref target="RFC7181" format="default"/>, Open Shortest Path First (O
<xref target="RFC8175" /> with its extensions <xref target="RFC8629" /> SPF) derivatives
<xref target="RFC8757" />. (e.g., <xref target="RFC5614" format="default"/>), and Dynamic Link Exchange
Protocol (DLEP)
<xref target="RFC8175" format="default"/> with its extensions <xref target="
RFC8629" format="default"/>
<xref target="RFC8757" format="default"/>.
In short, the MANET ND mainly deals with In short, the MANET ND mainly deals with
maintaining extended network neighbors to enhance the link reliability. maintaining extended network neighbors to enhance the link reliability.
However, an ND protocol in However, an ND protocol in
vehicular networks shall consider more about the geographical mobility vehicular networks shall consider more about the geographical mobility
information of vehicles as an important resource for serving various information of vehicles as an important resource for serving various
purposes to improve the reliability, e.g., vehicle driving safety, purposes to improve the reliability, e.g., vehicle driving safety,
intelligent transportation implementations, and advanced mobility intelligent transportation implementations, and advanced mobility
services. For a more reliable V2V networking, some redundancy services. For a more reliable V2V networking, some redundancy
mechanisms should be provided in L3 in cases of the failure of L2. mechanisms should be provided in L3 in cases of the failure of L2.
For different use cases, the optimal solution to improve V2V networking For different use cases, the optimal solution to improve V2V networking
reliability may vary. For example, a group of vehicles in platooning may reliability may vary. For example, a group of platooning vehicles may
have stabler neighbors than freely moving vehicles, as described in have stabler neighbors than freely moving vehicles, as described in
<xref target="subsection:V2V-Use-Cases"/>. <xref target="subsection_V2V-Use-Cases" format="default"/>.
</t> </t>
</section>
</section> <!-- end subsubsubsection "V2V-based Internetworking" --> <!-- end subsubsubsection "V2V-based Internetworking" -->
</section> <!-- end subsection "Vehicular Networks" --> </section>
<!-- end subsection "Vehicular Networks" -->
<section anchor="section:Problem-Statement" <section anchor="section_Problem-Statement" numbered="true" toc="default">
title="Problem Statement"> <name>Problem Statement</name>
<t> <t>
In order to specify protocols using the architecture mentioned in In order to specify protocols using the architecture mentioned in
<xref target="subsection:GP-Vehicular-Network-Architecture" />, <xref target="subsection_GP-Vehicular-Network-Architecture" format="default" />,
IPv6 core protocols have to be adapted to overcome certain IPv6 core protocols have to be adapted to overcome certain
challenging aspects of vehicular networking. Since the vehicles are challenging aspects of vehicular networking. Since the vehicles are
likely to be moving at great speed, protocol exchanges need to be likely to be moving at great speed, protocol exchanges need to be
completed in a relatively short time compared to the lifetime of a completed in a relatively short time compared to the lifetime of a
link between a vehicle and an IP-RSU, or between two vehicles. link between a vehicle and an IP-RSU or between two vehicles.
In these cases, vehicles may not have enough time either to build In these cases, vehicles may not have enough time either to build
link-layer connections with each other and may rely more on link-layer connections with each other and may rely more on
connections with infrastructure. connections with infrastructure.
In other cases, the relative speed between vehicles In other cases, the relative speed between vehicles
may be low when vehicles move toward the same direction or may be low when vehicles move toward the same direction or
are platooned. are platooned.
For those cases, vehicles can have more time to build and maintain For those cases, vehicles can have more time to build and maintain
connections with each other. connections with each other.
</t> </t>
<t>
<t>
For safe driving, vehicles need to exchange application messages For safe driving, vehicles need to exchange application messages
every 0.5 second <xref target="NHTSA-ACAS-Report" /> to let drivers every 0.5 seconds <xref target="NHTSA-ACAS-Report" format="default"/> to let drivers
take an action to avoid a dangerous situation (e.g., vehicle collision), take an action to avoid a dangerous situation (e.g., vehicle collision),
so the IPv6 control plane (e.g., ND procedure and DAD) needs so the IPv6 control plane (e.g., ND procedure and DAD) needs
to support this order of magnitude for application message exchanges. to support this order of magnitude for application message exchanges.
Also, considering the communication range of DSRC (up to 1km) and Also, considering the communication range of DSRC (up to 1 km) and
100km/h as the speed limit in highway (some countries can have much 100 km/h as the speed limit on highways (some countries can have much
higher speed limit or even no limit, e.g., Germany), higher speed limits or even no limit, e.g., Germany),
the lifetime of a link between the lifetime of a link between
a vehicle and an IP-RSU is in the order of a minute (e.g., about a vehicle and an IP-RSU is in the order of a minute (e.g., about
72 seconds), and the lifetime of a link 72 seconds), and the lifetime of a link
between two vehicles is about a half minute. between two vehicles is about a half minute.
Note that if two vehicles are moving in the opposite directions in Note that if two vehicles are moving in the opposite directions in
a roadway, the relative speed of this case is two times the relative a roadway, the relative speed of this case is two times the relative
speed of a vehicle passing through an IP-RSU. This relative speed leads speed of a vehicle passing through an IP-RSU.
the half of the link lifetime between the vehicle and the IP-RSU.
In reality, the DSRC communication range is around 500m, so the link This relative speed causes the lifetime of the wireless link between the veh
lifetime will be a half of the maximum time. icle and the IP-RSU to be halved.
In reality, the DSRC communication range is around 500 m, so the link
lifetime will be half of the maximum time.
The time constraint of a wireless link between two nodes (e.g., vehicle The time constraint of a wireless link between two nodes (e.g., vehicle
and IP-RSU) needs to be considered because it may affect the lifetime and IP-RSU) needs to be considered because it may affect the lifetime
of a session involving the link. of a session involving the link.
The lifetime of a session varies depending on the session's type The lifetime of a session varies depending on the session's type,
such as a web surfing, voice call over IP, DNS query, and such as web surfing, a voice call over IP, a DNS query, or
context-aware navigation (in <xref target="subsection:V2V-Use-Cases" />). context-aware navigation (in <xref target="subsection_V2V-Use-Cases" format=
"default"/>).
Regardless of a session's type, to guide all the IPv6 packets to Regardless of a session's type, to guide all the IPv6 packets to
their destination host(s), IP mobility should be supported for the their destination host(s), IP mobility should be supported for the
session. In a V2V scenario (e.g., context-aware navigation), the IPv6 session. In a V2V scenario (e.g., context-aware navigation
<xref target="CNP" format="default"/>), the IPv6
packets of a vehicle should be delivered to relevant vehicles efficiently packets of a vehicle should be delivered to relevant vehicles efficiently
(e.g., multicasting). (e.g., multicasting).
With this observation, IPv6 protocol exchanges need to be done as With this observation, IPv6 protocol exchanges need to be performed as
short as possible to support the message exchanges of various quickly as possible to support the message exchanges of various
applications in vehicular networks. applications in vehicular networks.
</t> </t>
<t>
<t>
Therefore, the time constraint of a wireless link has a major impact on Therefore, the time constraint of a wireless link has a major impact on
IPv6 Neighbor Discovery (ND). Mobility Management (MM) is also IPv6 Neighbor Discovery (ND). Mobility Management (MM) is also
vulnerable to disconnections that occur before the completion of vulnerable to disconnections that occur before the completion of
identity verification and tunnel management. This is especially identity verification and tunnel management. This is especially
true given the unreliable nature of wireless communication. true given the unreliable nature of wireless communication.
Meanwhile, the bandwidth of the wireless link determined by the Meanwhile, the bandwidth of the wireless link determined by the
lower layers (i.e., link and PHY layers) can affect the transmission lower layers (i.e., PHY and link layers) can affect the transmission
time of control messages of the upper layers (e.g., IPv6) and the time of control messages of the upper layers (e.g., IPv6) and the
continuity of sessions in the higher layers (e.g., IPv6, TCP, and UDP). continuity of sessions in the higher layers (e.g., IPv6, TCP, and UDP).
Hence, the bandwidth selection according to Modulation and Coding Scheme Hence, the bandwidth selection according to the Modulation and Coding Scheme
(MCS) also affects the vehicular network connectivity. Note that usually (MCS) also affects the vehicular network connectivity. Note that usually
the higher bandwidth gives the shorter communication range and the the higher bandwidth gives the shorter communication range and the
higher packet error rate at the receiving side, which may reduce the higher packet error rate at the receiving side, which may reduce the
reliability of control message exchanges of the higher layers (e.g., reliability of control message exchanges of the higher layers (e.g.,
IPv6). This section presents key topics such as neighbor discovery and IPv6). This section presents key topics, such as neighbor discovery and
mobility management for links and sessions in IPv6-based vehicular mobility management for links and sessions in IPv6-based vehicular
networks. networks.
Note that the detailed discussion on the transport-layer session Note that the detailed discussion on the transport-layer session
mobility and usage of available bandwidth to fulfill the use cases mobility and usage of available bandwidth to fulfill the use cases
is left as potential future work. is left as potential future work.
</t> </t>
<section anchor="subsection_Neighbor-Discovery" numbered="true" toc="defau
<section anchor="subsection:Neighbor-Discovery" lt">
title="Neighbor Discovery"> <name>Neighbor Discovery</name>
<t>
<t> IPv6 ND <xref target="RFC4861" format="default"/> <xref target="RFC4862" for
IPv6 ND <xref target="RFC4861" /><xref target="RFC4862" /> mat="default"/>
is a core part of the IPv6 protocol suite. IPv6 ND is designed is a core part of the IPv6 protocol suite. IPv6 ND is designed
for link types including point-to-point, multicast-capable (e.g., for link types including point-to-point, multicast-capable (e.g.,
Ethernet) and Non-Broadcast Multiple Access (NBMA). Ethernet), and Non-Broadcast Multiple Access (NBMA).
It assumes the efficient and reliable support of multicast and It assumes the efficient and reliable support of multicast and
unicast from the link layer for various network operations unicast from the link layer for various network operations,
such as MAC Address Resolution (AR), DAD, MLD and Neighbor such as MAC Address Resolution (AR), DAD, MLD, and Neighbor
Unreachability Detection (NUD). Unreachability Detection (NUD)
</t> <xref target="RFC4861" format="default"/> <xref target="RFC4862" format="def
ault"/>
<t> <xref target="RFC2710" format="default"/> <xref target="RFC3810" format="def
ault"/>.
</t>
<t>
Vehicles move quickly within the communication coverage of any Vehicles move quickly within the communication coverage of any
particular vehicle or IP-RSU. Before the vehicles can exchange particular vehicle or IP-RSU. Before the vehicles can exchange
application messages with each other, they need IPv6 addresses application messages with each other, they need IPv6 addresses
to run IPv6 ND. to run IPv6 ND.
</t> </t>
<t>
<t>
The requirements for IPv6 ND for vehicular networks are efficient The requirements for IPv6 ND for vehicular networks are efficient
DAD and NUD operations. An efficient DAD is required to reduce DAD and NUD operations. An efficient DAD is required to reduce
the overhead of DAD packets during a vehicle's travel in a the overhead of DAD packets during a vehicle's travel in a
road network, which can guarantee the uniqueness of a vehicle's road network, which can guarantee the uniqueness of a vehicle's
global IPv6 address. An efficient NUD is required to reduce the global IPv6 address. An efficient NUD is required to reduce the
overhead of the NUD packets during a vehicle's travel in a road overhead of the NUD packets during a vehicle's travel in a road
network, which can guarantee the accurate neighborhood information network, which can guarantee the accurate neighborhood information
of a vehicle in terms of adjacent vehicles and RSUs. of a vehicle in terms of adjacent vehicles and IP-RSUs.
</t> </t>
<t>
<t>
The legacy DAD assumes that a node with an IPv6 address can reach any The legacy DAD assumes that a node with an IPv6 address can reach any
other node with the scope of its address at the time it claims its address, other node with the scope of its address at the time it claims its address,
and can hear any future claim for that address by another party within and can hear any future claim for that address by another party within
the scope of its address for the duration of the address ownership. the scope of its address for the duration of the address ownership.
However, the partitioning and merging of VANETs makes this assumption However, the partitioning and merging of VANETs makes this assumption
be not valid frequently in vehicular networks. not valid frequently in vehicular networks.
The merging and partitioning of VANETs frequently occurs in vehicular The partitioning and merging of VANETs frequently occurs in vehicular
networks. networks.
This merging and partitioning should be considered for the This partitioning and merging should be considered for
IPv6 ND such as IPv6 Stateless Address Autoconfiguration (SLAAC) IPv6 ND, such as IPv6 Stateless Address Autoconfiguration (SLAAC)
<xref target="RFC4862" />. <xref target="RFC4862" format="default"/>.
SLAAC is not compatible with merging and partitioning, and additional SLAAC is not compatible with the partitioning and merging, and additional
work is needed for ND to operate properly under those circumstances. work is needed for ND to operate properly under those circumstances.
Due to the merging of VANETs, two IPv6 addresses may conflict with Due to the merging of VANETs, two IPv6 addresses may conflict with
each other though they were unique before the merging. An address each other though they were unique before the merging. An address
lookup operation may be conducted by an MA or IP-RSU (as Registrar in lookup operation may be conducted by an MA or IP-RSU (as Registrar in
RPL) to check the uniqueness of an IPv6 address that will be RPL) to check the uniqueness of an IPv6 address that will be
configured by a vehicle as DAD. configured by a vehicle as DAD.
Also, the partitioning of a VANET may make vehicles with the same Also, the partitioning of a VANET may make vehicles with the same
prefix be physically unreachable. An address lookup operation may be prefix be physically unreachable. An address lookup operation may be
conducted by an MA or IP-RSU (as Registrar in RPL) to check the conducted by an MA or IP-RSU (as Registrar in RPL) to check the
existence of a vehicle under the network coverage of the MA or IP-RSU existence of a vehicle under the network coverage of the MA or IP-RSU
as NUD. as NUD.
Thus, SLAAC needs to prevent IPv6 address duplication due to the Thus, SLAAC needs to prevent IPv6 address duplication due to the
merging of VANETs, and IPv6 ND needs to detect unreachable neighboring merging of VANETs, and IPv6 ND needs to detect unreachable neighboring
vehicles due to the partitioning of a VANET. According to the merging vehicles due to the partitioning of a VANET.
and partitioning, a destination vehicle (as an IPv6 host) needs to be According to the partitioning and merging, a destination vehicle
distinguished as either an on-link host or a not-onlink host even (as an IPv6 host) needs to be distinguished as a host that is either
though the source vehicle can use the same prefix as the destination on-link or not on-link even though the source vehicle can use the
vehicle <xref target="I-D.ietf-intarea-ippl" />. same prefix as the destination vehicle <xref target="I-D.ietf-intarea-ippl"
</t> format="default"/>.
</t>
<t> <t>
To efficiently prevent IPv6 address duplication due to the VANET To efficiently prevent IPv6 address duplication (due to the VANET
partitioning and merging from happening in vehicular networks, the partitioning and merging) from happening in vehicular networks, the
vehicular networks need to support a vehicular-network-wide DAD by vehicular networks need to support a vehicular-network-wide DAD by
defining a scope that is compatible with the legacy DAD. In this case, defining a scope that is compatible with the legacy DAD. In this case,
two vehicles can communicate with each other when there exists a two vehicles can communicate with each other when there exists a
communication path over VANET or a combination of VANETs and IP-RSUs, communication path over VANET or a combination of VANETs and IP-RSUs,
as shown in <xref target="fig:vehicular-network-architecture" />. as shown in <xref target="fig_vehicular-network-architecture" format="defaul t"/>.
By using the vehicular-network-wide DAD, vehicles can assure that By using the vehicular-network-wide DAD, vehicles can assure that
their IPv6 addresses are unique in the vehicular network whenever their IPv6 addresses are unique in the vehicular network whenever
they are connected to the vehicular infrastructure or become they are connected to the vehicular infrastructure or become
disconnected from it in the form of VANET. disconnected from it in the form of VANET.
</t> </t>
<t>
<t>
For vehicular networks with high mobility and density, DAD For vehicular networks with high mobility and density, DAD
needs to be performed efficiently with minimum overhead so that needs to be performed efficiently with minimum overhead so that
the vehicles can exchange driving safety messages (e.g., the vehicles can exchange driving safety messages (e.g.,
collision avoidance and accident notification) with each other collision avoidance and accident notification) with each other
with a short interval suggested by with a short interval as suggested by
NHTSA (National Highway Traffic Safety Administration) the National Highway Traffic Safety Administration (NHTSA) of the U.S.
<xref target="NHTSA-ACAS-Report" />. <xref target="NHTSA-ACAS-Report" format="default"/>.
Since the partitioning and merging of vehicular networks may Since the partitioning and merging of vehicular networks may
require re-perform DAD process repeatedly, the link scope require re-performing the DAD process repeatedly, the link scope
of vehicles may be limited to a small area, which may delay of vehicles may be limited to a small area, which may delay
the exchange of driving safety messages. Driving safety the exchange of driving safety messages. Driving safety
messages can include a vehicle's mobility information (i.e., messages can include a vehicle's mobility information (e.g.,
position, speed, direction, and acceleration/deceleration) position, speed, direction, and acceleration/deceleration)
that is critical to other vehicles. The exchange interval of that is critical to other vehicles. The exchange interval of
this message is recommended to be less than 0.5 second, which is required this message is recommended to be less than 0.5 seconds, which is required
for a driver to avoid an emergency situation, such as a rear-end crash. for a driver to avoid an emergency situation, such as a rear-end crash.
</t> </t>
<t>
ND time-related parameters, such as router lifetime and Neighbor
Advertisement (NA) interval, need to be adjusted for vehicle speed
and vehicle density.
<t> For example, the NA interval needs to be dynamically adjusted
ND time-related parameters such as router lifetime and Neighbor according to a vehicle's speed so that the vehicle can maintain
Advertisement (NA) interval need to be adjusted for vehicle speed its position relative to its neighboring vehicles in a stable way,
and vehicle density. For example, the NA interval needs to be
dynamically adjusted according to a vehicle's speed so that
the vehicle can maintain its neighboring vehicles in a stable way,
considering the collision probability with the NA messages sent considering the collision probability with the NA messages sent
by other vehicles. The ND time-related parameters can be an operational by other vehicles. The ND time-related parameters can be an operational
setting or an optimization point particularly for vehicular networks. setting or an optimization point particularly for vehicular networks.
Note that the link-scope multicast messages in ND protocol may cause Note that the link-scope multicast messages in the ND protocol may cause
the performance issue in vehicular networks. <xref target="RFC9119" /> a performance issue in vehicular networks. <xref target="RFC9119" format="de
fault"/>
suggests several optimization approaches for the issue. suggests several optimization approaches for the issue.
</t> </t>
<t>
<t>
For IPv6-based safety applications (e.g., context-aware navigation, For IPv6-based safety applications (e.g., context-aware navigation,
adaptive cruise control, and platooning) in vehicular networks, adaptive cruise control, and platooning) in vehicular networks,
the delay-bounded data delivery is critical. IPv6 ND needs to the delay-bounded data delivery is critical. IPv6 ND needs to
work to support those IPv6-based safety applications efficiently. work to support those IPv6-based safety applications efficiently.
<xref target="I-D.jeong-ipwave-vehicular-neighbor-discovery"/> introduces <xref target="I-D.jeong-ipwave-vehicular-neighbor-discovery" format="default "/> introduces
a Vehicular Neighbor Discovery (VND) process as an extension of IPv6 ND a Vehicular Neighbor Discovery (VND) process as an extension of IPv6 ND
for IP-based vehicular networks. for IP-based vehicular networks.
</t> </t>
<t>
<t>
From the interoperability point of view, in IPv6-based vehicular From the interoperability point of view, in IPv6-based vehicular
networking, IPv6 ND should have minimum changes with the legacy networking, IPv6 ND should have minimum changes from the legacy
IPv6 ND used in the Internet, including DAD and NUD operations, IPv6 ND used in the Internet, including DAD and NUD operations,
so that IPv6-based vehicular networks can be seamlessly connected so that IPv6-based vehicular networks can be seamlessly connected
to other intelligent transportation elements (e.g., traffic signals, to other intelligent transportation elements (e.g., traffic signals,
pedestrian wearable devices, electric scooters, and bus stops) that pedestrian wearable devices, electric scooters, and bus stops) that
use the standard IPv6 network settings. use the standard IPv6 network settings.
</t> </t>
<section anchor="subsubsection_Link-Model" numbered="true" toc="default"
<section anchor="subsubsection:Link-Model" >
title="Link Model"> <name>Link Model</name>
<t> <t>
A subnet model for a vehicular network needs to facilitate the A subnet model for a vehicular network needs to facilitate
communication between two vehicles with the same prefix regardless communication between two vehicles with the same prefix regardless
of the vehicular network topology as long as there exist of the vehicular network topology as long as there exist
bidirectional E2E paths between them in the vehicular bidirectional E2E paths between them in the vehicular
network including VANETs and IP-RSUs. network including VANETs and IP-RSUs.
This subnet model allows vehicles with the same prefix to This subnet model allows vehicles with the same prefix to
communicate with each other via a combination of multihop V2V and communicate with each other via a combination of multihop V2V and
multihop V2I with VANETs and IP-RSUs. multihop V2I with VANETs and IP-RSUs.
<xref target="I-D.thubert-6man-ipv6-over-wireless"/> introduces other issues in an IPv6 <xref target="I-D.thubert-6man-ipv6-over-wireless" format="default"/> introd uces other issues in an IPv6
subnet model. subnet model.
</t> </t>
<t>
<t>
IPv6 protocols work under certain assumptions that do not necessarily IPv6 protocols work under certain assumptions that do not necessarily
hold for vehicular wireless access link types hold for vehicular wireless access link types
<xref target="VIP-WAVE" /><xref target="RFC5889" />. <xref target="VIP-WAVE" format="default"/> <xref target="RFC5889" format="de
For instance, some IPv6 protocols such as NUD <xref target="RFC4861" /> and fault"/>.
MIPv6 <xref target="RFC6275" /> For instance, some IPv6 protocols, such as NUD <xref target="RFC4861" format
="default"/> and MIPv6 <xref target="RFC6275" format="default"/>,
assume symmetry in the connectivity among neighboring interfaces. assume symmetry in the connectivity among neighboring interfaces.
However, radio interference and different levels of transmission power However, radio interference and different levels of transmission power
may cause asymmetric links to appear in vehicular wireless links may cause asymmetric links to appear in vehicular wireless links
<xref target="RFC6250" />. <xref target="RFC6250" format="default"/>.
As a result, a new vehicular link model needs to consider the asymmetry As a result, a new vehicular link model needs to consider the asymmetry
of dynamically changing vehicular wireless links. of dynamically changing vehicular wireless links.
</t> </t>
<t>
<t>
There is a relationship between a link and a prefix, besides the There is a relationship between a link and a prefix, besides the
different scopes that are expected from the link-local, unique-local, different scopes that are expected from the link-local, unique-local,
and global types and global types
of IPv6 addresses. In an IPv6 link, it is defined that all interfaces of IPv6 addresses. In an IPv6 link, it is defined that all interfaces
which are configured with the same subnet prefix and with on-link bit that are configured with the same subnet prefix and with the on-link bit
set can communicate with each other on an IPv6 link. However, the set can communicate with each other on an IPv6 link. However, the
vehicular link model needs to define the relationship between a link vehicular link model needs to define the relationship between a link
and a prefix, considering the dynamics of wireless links and the and a prefix, considering the dynamics of wireless links and the
characteristics of VANET. characteristics of VANET.
</t> </t>
<t>
<t>
A VANET can have a single link between each vehicle pair within A VANET can have a single link between each vehicle pair within
wireless communication range, as shown in the wireless communication range, as shown in
<xref target="fig:multihop-v2v-internetworking" />. When two vehicles <xref target="fig_multihop-v2v-internetworking" format="default"/>. When tw
o vehicles
belong to the same VANET, but they are out of wireless communication belong to the same VANET, but they are out of wireless communication
range, they cannot communicate directly with each other. Suppose that range, they cannot communicate directly with each other. Suppose that
a global-scope IPv6 prefix (or an IPv6 ULA prefix) is assigned to a global-scope IPv6 prefix (or an IPv6 ULA prefix) is assigned to
VANETs in vehicular networks. VANETs in vehicular networks.
Considering that two vehicles in the same VANET configure their IPv6 Considering that two vehicles in the same VANET configure their IPv6
addresses with the same IPv6 prefix, if they are not in one hop (that is, th ey have the addresses with the same IPv6 prefix, if they are not connected in one hop (t hat is, they have
multihop network connectivity between them), then they may multihop network connectivity between them), then they may
not be able to communicate with each other. not be able to communicate with each other.
Thus, in this case, the concept of Thus, in this case, the concept of
an on-link IPv6 prefix does not hold because two vehicles with the an on-link IPv6 prefix does not hold because two vehicles with the
same on-link IPv6 prefix cannot communicate directly with each other. same on-link IPv6 prefix cannot communicate directly with each other.
Also, when two vehicles are located in two different VANETs with the Also, when two vehicles are located in two different VANETs with the
same IPv6 prefix, they cannot communicate with each other. When these same IPv6 prefix, they cannot communicate with each other.
two VANETs converge to one VANET, the two vehicles can communicate with On the other hand, when these two VANETs converge to one VANET,
each other in a multihop fashion, for example, when they are Vehicle1 the two vehicles can communicate with each other in a multihop fashion,
and Vehicle3, as shown in <xref target="fig:multihop-v2v-internetworking" /> for example, when they are Vehicle1 and Vehicle3, as shown in
. <xref target="fig_multihop-v2v-internetworking" format="default"/>.
</t> </t>
<t>
<t>
From the previous observation, a vehicular link model should consider From the previous observation, a vehicular link model should consider
the frequent partitioning and merging of VANETs due to vehicle mobility. the frequent partitioning and merging of VANETs due to vehicle mobility.
Therefore, the vehicular link model needs to use an on-link prefix and Therefore, the vehicular link model needs to use a prefix that is on-link an
not-onlink prefix according to the network topology of vehicles such as d
a prefix that is not on-link according to the network topology of vehicles,
such as
a one-hop reachable network and a multihop reachable network (or a one-hop reachable network and a multihop reachable network (or
partitioned networks). If the vehicles with the same prefix are partitioned networks). If the vehicles with the same prefix are
reachable from each other in one hop, the prefix should be on-link. reachable from each other in one hop, the prefix should be on-link.
On the other hand, if some of the vehicles with the same prefix are not On the other hand, if some of the vehicles with the same prefix are not
reachable from each other in one hop due to either the multihop reachable from each other in one hop due to either the multihop
topology in the VANET or multiple partitions, the prefix should be topology in the VANET or multiple partitions, the prefix should not be
not-onlink. In most cases in vehicular networks, due to the partitioning on-link. In most cases in vehicular networks, due to the partitioning
and merging of VANETs, and the multihop network topology of VANETS, and merging of VANETs and the multihop network topology of VANETs,
not-onlink prefixes will be used for vehicles as default. prefixes that are not on-link will be used for vehicles as default.
</t> </t>
<t>
<t>
The vehicular link model needs to support multihop routing in a The vehicular link model needs to support multihop routing in a
connected VANET where the vehicles with the same global-scope IPv6 connected VANET where the vehicles with the same global-scope IPv6
prefix (or the same IPv6 ULA prefix) are connected in one hop or prefix (or the same IPv6 ULA prefix) are connected in one hop or
multiple hops. It also needs to support the multihop routing in multiple hops. It also needs to support the multihop routing in
multiple connected VANETs through infrastructure nodes (e.g., IP-RSU) multiple connected VANETs through infrastructure nodes (e.g., IP-RSU)
where they are connected to the infrastructure. For example, in where they are connected to the infrastructure. For example, in
<xref target="fig:vehicular-network-architecture" />, suppose that <xref target="fig_vehicular-network-architecture" format="default"/>, suppos e that
Vehicle1, Vehicle2, and Vehicle3 are configured with their IPv6 Vehicle1, Vehicle2, and Vehicle3 are configured with their IPv6
addresses based on the same global-scope IPv6 prefix. Vehicle1 and addresses based on the same global-scope IPv6 prefix. Vehicle1 and
Vehicle3 can also communicate with each other via either multihop Vehicle3 can also communicate with each other via either multihop
V2V or multihop V2I2V. When Vehicle1 and Vehicle3 are connected in V2V or multihop V2I2V. When Vehicle1 and Vehicle3 are connected in
a VANET, it will be more efficient for them to communicate with each a VANET, it will be more efficient for them to communicate with each
other directly via VANET rather than indirectly via IP-RSUs. On the other directly via VANET rather than indirectly via IP-RSUs. On the
other hand, when Vehicle1 and Vehicle3 are far away from direct other hand, when Vehicle1 and Vehicle3 are farther apart than the direct
communication range in separate VANETs and under two different communication range in two separate VANETs and under two different
IP-RSUs, they can communicate with each other through the relay of IP-RSUs, they can communicate with each other through the relay of
IP-RSUs via V2I2V. IP-RSUs via V2I2V.
Thus, two separate VANETs can merge into one network via IP-RSU(s). Thus, the two separate VANETs can merge into one network via IP-RSU(s).
Also, newly arriving vehicles can merge two separate VANETs into Also, newly arriving vehicles can merge the two separate VANETs into
one VANET if they can play the role of a relay node for those VANETs. one VANET if they can play the role of a relay node for those VANETs.
</t> </t>
<t>
<t>
Thus, in IPv6-based vehicular networking, the vehicular link model Thus, in IPv6-based vehicular networking, the vehicular link model
should have minimum changes for interoperability with standard IPv6 should have minimum changes for interoperability with standard IPv6
links efficiently to support IPv6 DAD, MLD and NUD links efficiently to support IPv6 DAD, MLD, and NUD
operations. operations.
</t> </t>
</section>
</section> <!-- end subsubsection "Link Model" --> <!-- end subsubsection "Link Model" -->
<section anchor="subsubsection:MAC-Address-Pseudonym" <section anchor="subsubsection_MAC-Address-Pseudonym" numbered="true" toc="d
title="MAC Address Pseudonym"> efault">
<t> <name>MAC Address Pseudonym</name>
<t>
For the protection of drivers' privacy, a pseudonym of a MAC For the protection of drivers' privacy, a pseudonym of a MAC
address of a vehicle's network interface should be used, so that address of a vehicle's network interface should be used so that
the MAC address can be changed periodically. However, although the MAC address can be changed periodically. However, although
such a pseudonym of a MAC address can protect to some extent the such a pseudonym of a MAC address can protect to some extent the
privacy of a vehicle, it may not be able to resist attacks on privacy of a vehicle, it may not be able to resist attacks on
vehicle identification by other fingerprint information, for example, vehicle identification by other fingerprint information, for example,
the scrambler seed embedded in IEEE 802.11-OCB frames the scrambler seed embedded in IEEE 802.11-OCB frames
<xref target="Scrambler-Attack" />. <xref target="Scrambler-Attack" format="default"/>.
Note that <xref target="I-D.ietf-madinas-mac-address-randomization"/> Note that <xref target="I-D.ietf-madinas-mac-address-randomization" format="
default"/>
discusses more about MAC address randomization, and discusses more about MAC address randomization, and
<xref target="I-D.ietf-madinas-use-cases"/> describes several use cases <xref target="I-D.ietf-madinas-use-cases" format="default"/> describes sever al use cases
for MAC address randomization. for MAC address randomization.
</t> </t>
<t>
<t>
In the ETSI standards, for the sake of security and privacy, an In the ETSI standards, for the sake of security and privacy, an
ITS station (e.g., vehicle) can use pseudonyms for its network ITS station (e.g., vehicle) can use pseudonyms for its network
interface identities (e.g., MAC address) and the corresponding interface identities (e.g., MAC address) and the corresponding
IPv6 addresses <xref target="Identity-Management" />. Whenever IPv6 addresses <xref target="Identity-Management" format="default"/>. Whene ver
the network interface identifier changes, the IPv6 address based the network interface identifier changes, the IPv6 address based
on the network interface identifier needs to be updated, and the on the network interface identifier needs to be updated, and the
uniqueness of the address needs to be checked through DAD uniqueness of the address needs to be checked through a DAD
procedure. procedure.
</t> </t>
</section>
</section> <!-- end subsubsection "MAC Address Pseudonym" --> <!-- end subsubsection "MAC Address Pseudonym" -->
<section anchor="subsubsection:Routing" <section anchor="subsubsection_Routing" numbered="true" toc="default">
title="Routing"> <name>Routing</name>
<t> <t>
For multihop V2V communications in either a VANET or VANETs via For multihop V2V communications in either a VANET or VANETs via
IP-RSUs, a vehicular Mobile Ad Hoc Networks (MANET) IP-RSUs, a vehicular Mobile Ad Hoc Networks (MANET)
routing protocol may be required to support both unicast and routing protocol may be required to support both unicast and
multicast in the links of the subnet with the same IPv6 multicast in the links of the subnet with the same IPv6
prefix. However, it will be costly to run both vehicular ND prefix. However, it will be costly to run both vehicular ND
and a vehicular ad hoc routing protocol in terms of control and a vehicular ad hoc routing protocol in terms of control
traffic overhead <xref target="RFC9119" />. traffic overhead <xref target="RFC9119" format="default"/>.
</t> </t>
<t>
<t>
A routing protocol for a VANET may cause redundant wireless A routing protocol for a VANET may cause redundant wireless
frames in the air to check the neighborhood of each vehicle frames in the air to check the neighborhood of each vehicle
and compute the routing information in a VANET with a dynamic and compute the routing information in a VANET with a dynamic
network topology because the IPv6 ND is used to check the network topology because IPv6 ND is used to check the
neighborhood of each vehicle. Thus, the vehicular routing neighborhood of each vehicle. Thus, the vehicular routing
needs to take advantage of the IPv6 ND to minimize its control needs to take advantage of IPv6 ND to minimize its control
overhead. overhead.
</t> </t>
<t>
<t> RPL <xref target="RFC6550" format="default"/> defines a routing
RPL <xref target="RFC6550" /> defines a routing protocol for low-power LLN protocol, which constructs and maintains Destination-Oriented
and lossy networks, which constructs and maintains Destination-Oriented
Directed Acyclic Graphs (DODAGs) optimized by an Objective Function (OF). Directed Acyclic Graphs (DODAGs) optimized by an Objective Function (OF).
A defined OF provides route selection and optimization within an RPL A defined OF provides route selection and optimization within an RPL
topology. topology.
The RPL nodes use an anisotropic Distance Vector (DV) approach to The RPL nodes use an anisotropic Distance Vector (DV) approach to
form a DODAG by discovering and aggressively maintaining the upward form a DODAG by discovering and aggressively maintaining the upward
default route toward the root of the DODAG. Downward routes follow default route toward the root of the DODAG. Downward routes follow
the same DODAG, with lazy maintenance and stretched Peer-to-Peer the same DODAG, with lazy maintenance and stretched peer-to-peer
(P2P) routing in the so-called storing mode. (P2P) routing in the so-called storing mode.
It is well-designed to reduce the topological knowledge and routing It is well-designed to reduce the topological knowledge and routing
state that needs to be exchanged. state that needs to be exchanged.
As a result, the routing protocol overhead is minimized, which allows As a result, the routing protocol overhead is minimized, which allows
either highly constrained stable networks or less constrained, highly either highly constrained stable networks or less constrained, highly
dynamic networks. Refer to <xref target="appendix:Support-of-Multihop-V2X" / > dynamic networks. Refer to <xref target="appendix_Support-of-Multihop-V2X" f ormat="default"/>
for the detailed description of RPL for multihop V2X networking. for the detailed description of RPL for multihop V2X networking.
</t> </t>
<t> <t>
An address registration extension for 6LoWPAN (IPv6 over Low-Power An address registration extension for 6LoWPAN (IPv6 over Low-Power
Wireless Personal Area Network) in <xref target="RFC8505" /> can Wireless Personal Area Network) in <xref target="RFC8505"
support light-weight mobility for nodes moving through different parents. format="default"/> can support light-weight mobility for nodes moving
<xref target="RFC8505" />, as opposed to <xref target="RFC4861" />, is through different parents.
stateful and proactively installs the ND cache entries, which saves The extension described in <xref target="RFC8505" /> is stateful
broadcasts and provides deterministic presence information for IPv6 and proactively installs the ND cache entries; this saves broadcasts
addresses. and provides deterministic presence information for IPv6 addresses.
Mainly it updates the Address Registration Option (ARO) of ND defined in Mainly, it updates the Address Registration Option (ARO) of ND
<xref target="RFC6775" /> to include a status field that can indicate the defined in <xref target="RFC6775" /> to include a status field (which can in
movement of a node and optionally a Transaction ID (TID) field, i.e., a dicate
sequence number that can be used to determine the most recent location of the movement of a node) and optionally a Transaction ID (TID) field
a node. (which is a sequence number that can be used to determine the most
Thus, RPL can use the information provided by the Extended ARO (EARO) define recent location of a node).
d in
<xref target="RFC8505" /> to deal with a certain level of node mobility.
When a leaf node moves to the coverage of another parent node, it should
de-register its addresses to the previous parent node and register itself
with a new parent node along with an incremented TID.
</t>
<t> Thus, RPL can use the information provided by
the Extended ARO (EARO) defined in <xref target="RFC8505"
format="default"/> to deal with a certain level of node mobility. When a
leaf node moves to the coverage of another parent node, it should
de-register its addresses with the previous parent node and register itself
with a new parent node along with an incremented TID.
</t>
<t>
RPL can be used in IPv6-based vehicular networks, but it is primarily RPL can be used in IPv6-based vehicular networks, but it is primarily
designed for low-power networks, which puts energy efficiency first. designed for low-power networks, which puts energy efficiency first.
For using it in IPv6-based vehicular networks, there have not been For using it in IPv6-based vehicular networks, there have not been
actual experiences and practical implementations, though it was tested in actual experiences and practical implementations, though it was tested in
IoT low-power and lossy networks (LLN) scenarios. IoT Low-Power and Lossy Network (LLN) scenarios.
Another concern is that RPL may generate excessive topology discovery Another concern is that RPL may generate excessive topology discovery
messages in a highly moving environment such as vehicular networks. messages in a highly moving environment, such as vehicular networks.
This issue can be an operational or optimization point for a practitioner. This issue can be an operational or optimization point for a practitioner.
</t> </t>
<t>
<t>
Moreover, due to bandwidth and energy constraints, RPL does not suggest Moreover, due to bandwidth and energy constraints, RPL does not suggest
using a proactive mechanism (e.g., keepalive) to maintain accurate routing using a proactive mechanism (e.g., keepalive) to maintain accurate routing
adjacencies such as Bidirectional Forwarding Detection adjacencies, such as Bidirectional Forwarding Detection
<xref target="RFC5881" /> <xref target="RFC5881" format="default"/>
and MANET Neighborhood Discovery Protocol <xref target="RFC6130" />. and MANET Neighborhood Discovery Protocol <xref target="RFC6130" format="def
ault"/>.
As a result, due to the mobility of vehicles, network fragmentation may As a result, due to the mobility of vehicles, network fragmentation may
not be detected quickly and the routing of packets between vehicles not be detected quickly, and the routing of packets between vehicles
or between a vehicle and an infrastructure node may fail. or between a vehicle and an infrastructure node may fail.
</t> </t>
</section>
</section> <!-- end subsubsection "Routing" --> <!-- end subsubsection "Routing" -->
</section> <!-- end subsection "Neighbor Discovery" --> </section>
<!-- end subsection "Neighbor Discovery" -->
<section anchor="subsection:Mobility-Management" title="Mobility Management" <section anchor="subsection_Mobility-Management" numbered="true" toc="defaul
> t">
<t> <name>Mobility Management</name>
<t>
The seamless connectivity and timely data exchange between The seamless connectivity and timely data exchange between
two end points requires efficient mobility management two endpoints requires efficient mobility management
including location management and handover. including location management and handover.
Most vehicles are equipped with a GNSS receiver as part of Most vehicles are equipped with a GNSS receiver as part of
a dedicated navigation system or a corresponding smartphone a dedicated navigation system or a corresponding smartphone
App. Note that the GNSS receiver may not provide vehicles with app. Note that the GNSS receiver may not provide vehicles with
accurate location information in adverse environments such as accurate location information in adverse environments, such as
a building area or a tunnel. The location precision can be a building area or a tunnel. The location precision can be
improved with assistance of the IP-RSUs or a cellular system improved with assistance of the IP-RSUs or a cellular system
with a GNSS receiver for location information. with a GNSS receiver for location information.
</t> </t>
<t>
<t>
With a GNSS navigator, efficient mobility management can With a GNSS navigator, efficient mobility management can
be performed with the help of vehicles periodically reporting be performed with the help of vehicles periodically reporting
their current position and trajectory (i.e., navigation path) to their current position and trajectory (i.e., navigation path) to
the vehicular infrastructure (having IP-RSUs and an MA in TCC). the vehicular infrastructure (having IP-RSUs and an MA in TCC).
This vehicular infrastructure can predict the future positions This vehicular infrastructure can predict the future positions
of the vehicles from their mobility information (i.e., the current of the vehicles from their mobility information (e.g., the current
position, speed, direction, and trajectory) for efficient mobility position, speed, direction, and trajectory) for efficient mobility
management (e.g., proactive handover). For a better proactive management (e.g., proactive handover). For a better proactive
handover, link-layer parameters, such as the signal strength of a handover, link-layer parameters, such as the signal strength of a
link-layer frame (e.g., Received Channel Power Indicator (RCPI) link-layer frame (e.g., Received Channel Power Indicator (RCPI)
<xref target="VIP-WAVE" />), can be used to determine the <xref target="VIP-WAVE" format="default"/>), can be used to determine the
moment of a handover between IP-RSUs along with mobility moment of a handover between IP-RSUs along with mobility
information. information.
</t> </t>
<t>
<t>
By predicting a vehicle's mobility, the vehicular infrastructure By predicting a vehicle's mobility, the vehicular infrastructure
needs to better support IP-RSUs to perform efficient SLAAC, data needs to better support IP-RSUs to perform efficient SLAAC, data
forwarding, horizontal handover (i.e., handover in wireless links forwarding, horizontal handover (i.e., handover in wireless links
using a homogeneous radio technology), and vertical handover using a homogeneous radio technology), and vertical handover
(i.e., handover in wireless links using heterogeneous radio (i.e., handover in wireless links using heterogeneous radio
technologies) in advance along with the movement of the vehicle. technologies) in advance along with the movement of the vehicle.
</t> </t>
<t>
<t> For example, as shown in <xref target="fig_vehicular-network-architecture" f
For example, as shown in <xref target="fig:vehicular-network-architecture" / ormat="default"/>,
>,
when a vehicle (e.g., Vehicle2) is moving from the coverage of an when a vehicle (e.g., Vehicle2) is moving from the coverage of an
IP-RSU (e.g., IP-RSU1) into the coverage of another IP-RSU (e.g., IP-RSU (e.g., IP-RSU1) into the coverage of another IP-RSU (e.g.,
IP-RSU2) belonging to a different subnet, the IP-RSUs can IP-RSU2) belonging to a different subnet, the IP-RSUs can
proactively support the IPv6 mobility of the vehicle, while proactively support the IPv6 mobility of the vehicle while
performing the SLAAC, data forwarding, and handover for the sake performing the SLAAC, data forwarding, and handover for the sake
of the vehicle. of the vehicle.
</t> </t>
<t>
<t>
For a mobility management scheme in a domain, where the For a mobility management scheme in a domain, where the
wireless subnets of multiple IP-RSUs share the same prefix, wireless subnets of multiple IP-RSUs share the same prefix,
an efficient vehicular-network-wide DAD is required. an efficient vehicular-network-wide DAD is required.
On the other hand, for a mobility On the other hand, for a mobility
management scheme with a unique prefix per mobile node (e.g., PMIPv6 management scheme with a unique prefix per mobile node (e.g., PMIPv6
<xref target="RFC5213" />), <xref target="RFC5213" format="default"/>),
DAD is not required because the IPv6 address of a vehicle's external DAD is not required because the IPv6 address of a vehicle's external
wireless interface is guaranteed to be unique. There is a trade-off wireless interface is guaranteed to be unique. There is a trade-off
between the prefix usage efficiency and DAD overhead. Thus, the IPv6 between the prefix usage efficiency and DAD overhead. Thus, the IPv6
address autoconfiguration for vehicular networks needs to consider address autoconfiguration for vehicular networks needs to consider
this trade-off to support efficient mobility management. this trade-off to support efficient mobility management.
</t> </t>
<t>
<t> Even though SLAAC with classic ND costs DAD overhead during
Even though the SLAAC with classic ND costs a DAD during mobility mobility management, SLAAC with the registration extension
management, the SLAAC with <xref target="RFC8505" /> and/or AERO/OMNI specified in <xref target="RFC8505"/> and/or with AERO/OMNI does not cost DAD
do not cost a DAD. SLAAC for vehicular networks needs to consider the overhead.
SLAAC for vehicular networks needs to consider the
minimization of the cost of DAD with the help of an infrastructure minimization of the cost of DAD with the help of an infrastructure
node (e.g., IP-RSU and MA). Using an infrastructure prefix over VANET node (e.g., IP-RSU and MA). Using an infrastructure prefix over VANET
allows direct routability to the Internet through the multihop V2I toward allows direct routability to the Internet through the multihop V2I toward
an IP-RSU. On the other hand, a BYOA does not allow such direct an IP-RSU. On the other hand, a BYOA does not allow such direct
routability to the Internet since the BYOA is not topologically routability to the Internet since the BYOA is not topologically
correct, that is, not routable in the Internet. In addition, a correct, that is, not routable in the Internet. In addition, a
vehicle configured with a BYOA needs a tunnel home (e.g., IP-RSU) vehicle configured with a BYOA needs a tunnel home (e.g., IP-RSU)
connected to the Internet, and the vehicle needs to know which connected to the Internet, and the vehicle needs to know which
neighboring vehicle is reachable inside the VANET toward the tunnel neighboring vehicle is reachable inside the VANET toward the tunnel
home. There is non-negligible control overhead to set up and home. There is non-negligible control overhead to set up and
maintain routes to such a tunnel home <xref target="RFC4888" /> over the VAN maintain routes to such a tunnel home <xref target="RFC4888" format="default
ET. "/> over the VANET.
</t> </t>
<t>
<t>
For the case of a multihomed network, a vehicle can follow the For the case of a multihomed network, a vehicle can follow the
first-hop router selection rule described in <xref target="RFC8028" />. first-hop router selection rule described in <xref target="RFC8028" format=" default"/>.
For example, an IP-OBU inside a vehicle may connect to an IP-RSU that For example, an IP-OBU inside a vehicle may connect to an IP-RSU that
has multiple routers behind. In this scenario, because the IP-OBU has multiple routers behind. In this scenario, because the IP-OBU
can have multiple prefixes from those routers, the default router can have multiple prefixes from those routers, the default router
selection, source address selection, and packet redirect process selection, source address selection, and packet redirect process
should follow the guidelines in <xref target="RFC8028" />. should follow the guidelines in <xref target="RFC8028" format="default"/>.
That is, the vehicle should select its default router for each prefix That is, the vehicle should select its default router for each prefix
by preferring the router that advertised the prefix. by preferring the router that advertised the prefix.
</t> </t>
<t>
<t>
Vehicles can use the TCC as their Home Network having a home agent Vehicles can use the TCC as their Home Network having a home agent
for mobility management as in MIPv6 <xref target="RFC6275" />, for mobility management as in MIPv6 <xref target="RFC6275" format="default"/
PMIPv6 <xref target="RFC5213" />, and NEMO <xref target="RFC3963" />, so the >,
TCC (or an MA inside the PMIPv6 <xref target="RFC5213" format="default"/>, and NEMO <xref target="RFC
3963" format="default"/>, so the TCC (or an MA inside the
TCC) maintains the mobility information of vehicles for location TCC) maintains the mobility information of vehicles for location
management. Also, in vehicular networks, management. Also, in vehicular networks,
asymmetric links sometimes exist and must be considered for asymmetric links sometimes exist and must be considered for
wireless communications such as V2V and V2I. wireless communications, such as V2V and V2I.
<xref target="I-D.jeong-ipwave-vehicular-mobility-management" /> discusses <xref target="I-D.jeong-ipwave-vehicular-mobility-management" format="defaul
t"/> discusses
a Vehicular Mobility Management (VMM) scheme to proactively do handover a Vehicular Mobility Management (VMM) scheme to proactively do handover
for vehicles. for vehicles.
</t> </t>
<t>
<t>
Therefore, for the proactive and seamless IPv6 mobility of vehicles, Therefore, for the proactive and seamless IPv6 mobility of vehicles,
the vehicular infrastructure (including IP-RSUs and MA) needs to the vehicular infrastructure (including IP-RSUs and MA) needs to
efficiently perform the mobility management of the vehicles with efficiently perform the mobility management of the vehicles with
their mobility information and link-layer information. their mobility information and link-layer information.
Also, in IPv6-based vehicular networking, IPv6 mobility management Also, in IPv6-based vehicular networking, IPv6 mobility management
should have minimum changes for the interoperability with the should have minimum changes for the interoperability with the
legacy IPv6 mobility management schemes such as PMIPv6, DMM, LISP, legacy IPv6 mobility management schemes, such as PMIPv6, DMM, LISP,
and AERO. and AERO.
</t> </t>
</section>
</section> <!-- end section "Mobility Management" --> <!-- end section "Mobility Management" -->
</section> </section>
<!-- %%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%% -->
<!-- %%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%% --> <section anchor="section_Security-Considerations" numbered="true" toc="default">
<name>Security Considerations</name>
<section anchor="section:Security-Considerations" <t>
title="Security Considerations">
<t>
This section discusses security and privacy for IPv6-based vehicular This section discusses security and privacy for IPv6-based vehicular
networking. Security and privacy are paramount in V2I, V2V, and V2X networking. Security and privacy are paramount in V2I, V2V, and V2X
networking along with neighbor discovery and mobility networking along with neighbor discovery and mobility
management. management.
</t> </t>
<t>
<t>
Vehicles and infrastructure must be authenticated to each other by Vehicles and infrastructure must be authenticated to each other by
a password, a key, and/or a fingerprint a password, a key, and/or a fingerprint
in order to participate in vehicular networking. in order to participate in vehicular networking.
For the authentication in vehicular networks, vehicular cloud For the authentication in vehicular networks, the Vehicular Cloud
needs to support a Public Key Infrastructure (PKI) efficiently, as either needs to support a Public Key Infrastructure (PKI) efficiently, as either
a dedicated or a co-located component inside a TCC. a dedicated or a co-located component inside a TCC.
To provide safe interaction between vehicles To provide safe interaction between vehicles
or between a vehicle and infrastructure, only authenticated or between a vehicle and infrastructure, only authenticated
nodes (i.e., vehicle and infrastructure node) can participate nodes (i.e., vehicle and infrastructure nodes) can participate
in vehicular networks. in vehicular networks.
Also, in-vehicle devices (e.g., ECU) and a driver/passenger's mobile Also, in-vehicle devices (e.g., ECUs) and a driver/passenger's mobile
devices (e.g., smartphone and tablet PC) in a vehicle need to devices (e.g., smartphones and tablet PCs) in a vehicle need to
communicate with other in-vehicle devices and another securely communicate with other in-vehicle devices, another
driver/passenger's mobile devices in another vehicle, or other driver/passenger's mobile devices in another vehicle, or other
servers behind an IP-RSU securely. servers behind an IP-RSU.
Even though a vehicle is perfectly authenticated by another entity Even though a vehicle is perfectly authenticated by another entity
and legitimate to use the data generated by another vehicle, and legitimate to use the data generated by another vehicle,
it may be hacked for running malicious applications to track and it may be hacked by malicious applications that track and
collect its and other vehicles' information. In this case, an collect its and other vehicles' information. In this case, an
attack mitigation process may be required to reduce the aftermath of attack mitigation process may be required to reduce the aftermath of
malicious behaviors. malicious behaviors.
Note that when driver/passenger's mobile devices are connected to a Note that when a driver/passenger's mobile devices are connected to a
vehicle's internal network, the vehicle may be more vulnerable to possible vehicle's internal network, the vehicle may be more vulnerable to possible
attacks from external networks due to the exposure of its attacks from external networks due to the exposure of its
in-flight traffic packets. in-flight traffic packets.
<xref target="I-D.jeong-ipwave-security-privacy"/> discusses several types o <xref target="I-D.jeong-ipwave-security-privacy" format="default"/>
f threats for Vehicular Security and Privacy (VSP). discusses several types of threats for Vehicular Security and Privacy (VSP).
</t> </t>
<t>
<t>
For secure V2I communication, a secure channel (e.g., IPsec) between For secure V2I communication, a secure channel (e.g., IPsec) between
a mobile router (i.e., IP-OBU) in a vehicle and a fixed router a mobile router (i.e., IP-OBU) in a vehicle and a fixed router
(i.e., IP-RSU) in an EN needs to be established, as shown in (i.e., IP-RSU) in an EN needs to be established, as shown in
<xref target="fig:v2i-internetworking" /> <xref target="fig_v2i-internetworking" format="default"/>
<xref target="RFC4301" /><xref target="RFC4302" /> <xref target="RFC4301" format="default"/> <xref target="RFC4302" format=
<xref target="RFC4303" /><xref target="RFC4308" /> "default"/>
<xref target="RFC7296" />. <xref target="RFC4303" format="default"/> <xref target="RFC4308" format=
"default"/>
<xref target="RFC7296" format="default"/>.
Also, for secure V2V communication, a secure channel (e.g., IPsec) Also, for secure V2V communication, a secure channel (e.g., IPsec)
between a mobile router (i.e., IP-OBU) in a vehicle and a mobile between a mobile router (i.e., IP-OBU) in a vehicle and a mobile
router (i.e., IP-OBU) in another vehicle needs to be established, as router (i.e., IP-OBU) in another vehicle needs to be established, as
shown in <xref target="fig:v2v-internetworking" />. shown in <xref target="fig_v2v-internetworking" format="default"/>.
</t> </t>
<t>
<t> For secure V2I/V2V communication, an element in a vehicle (e.g., an
For secure V2I/V2V communication, an element in a vehicle (e.g., an
in-vehicle device and a driver/passenger's mobile device) needs to in-vehicle device and a driver/passenger's mobile device) needs to
establish a secure connection (e.g., TLS) with another element in establish a secure connection (e.g., TLS) with another element in
another vehicle or another element in a vehicular cloud (e.g., a another vehicle or another element in a Vehicular Cloud (e.g., a
server). server).
Note that any key management approach can be used for the secure Note that any key management approach can be used for the secure
communication, and particularly for IPv6-based vehicular networks, communication, and particularly for IPv6-based vehicular networks,
a new or enhanced key management approach resilient to wireless a new or enhanced key management approach resilient to wireless
networks is required. networks is required.
</t> </t>
<t>
<t> IEEE Std 1609.2 <xref target="WAVE-1609.2" format="default"/> specifies
IEEE 1609.2 <xref target="WAVE-1609.2" /> specifies
security services for applications and management messages, but this security services for applications and management messages, but this
WAVE specification is optional. WAVE specification is optional.
Thus, if the link layer does not support the security of a WAVE frame, Thus, if the link layer does not support the security of a WAVE frame,
either the network layer or the either the network layer or the
transport layer needs to support security services for the WAVE transport layer needs to support security services for the WAVE
frames. frame.
</t> </t>
<section anchor="section:Security-Threats-in-Neighbor-Discovery" <section anchor="section_Security-Threats-in-Neighbor-Discovery" numbered=
title="Security Threats in Neighbor Discovery"> "true" toc="default">
<name>Security Threats in Neighbor Discovery</name>
<t> <t>
For the classical IPv6 ND (i.e., the legacy ND), DAD is required For the classical IPv6 ND (i.e., the legacy ND), DAD is required
to ensure the uniqueness of the to ensure the uniqueness of the
IPv6 address of a vehicle's wireless interface. This DAD can be IPv6 address of a vehicle's wireless interface. This DAD can be
used as a flooding attack that uses the DAD-related ND packets used as a flooding attack that uses the DAD-related ND packets
disseminated over the VANET or vehicular networks. disseminated over the VANET or vehicular networks.
<xref target="RFC6959" /> <xref target="RFC6959" format="default"/>
introduces threats enabled by IP source address spoofing. introduces threats enabled by IP source address spoofing.
This possibility indicates that vehicles and IP-RSUs need to filter This possibility indicates that vehicles and IP-RSUs need to filter
out suspicious ND traffic in advance. out suspicious ND traffic in advance.
<xref target="RFC8928" /> introduces a mechanism that protects <xref target="RFC8928" format="default"/> introduces a mechanism that pr
the ownership of an address for 6loWPAN ND from address theft otects
the ownership of an address for 6LoWPAN ND from address theft
and impersonation attacks. and impersonation attacks.
Based on the SEND <xref target="RFC3971" /> mechanism, the Based on the SEND mechanism <xref target="RFC3971" format="default"/>, t he
authentication for routers (i.e., IP-RSUs) can be conducted authentication for routers (i.e., IP-RSUs) can be conducted
by only selecting an IP-RSU that has a certification path toward by only selecting an IP-RSU that has a certification path toward
trusted parties. For authenticating other vehicles, trusted parties. For authenticating other vehicles,
cryptographically generated addresses (CGA) can be used to Cryptographically Generated Addresses (CGAs) can be used to
verify the true owner of a received ND message, which requires verify the true owner of a received ND message, which requires
using the CGA ND option in the ND protocol. using the CGA ND option in the ND protocol.
This CGA can protect vehicles against DAD flooding This CGA can protect vehicles against DAD flooding
by DAD filtering based on the verification for the true owner by DAD filtering based on the verification for the true owner
of the received DAD message. of the received DAD message.
For a general protection of the ND mechanism, the RSA Signature For a general protection of the ND mechanism, the RSA Signature
ND option can also be used to protect the integrity of the ND option can also be used to protect the integrity of the
messages by public key signatures. For a more advanced messages by public key signatures. For a more advanced
authentication mechanism, a distributed blockchain-based authentication mechanism, a distributed blockchain-based
approach <xref target="Vehicular-BlockChain"/> can be used. approach <xref target="Vehicular-BlockChain" format="default"/> can be u sed.
However, for a scenario where a trustable router or an However, for a scenario where a trustable router or an
authentication path cannot be obtained, it is desirable to find authentication path cannot be obtained, it is desirable to find
a solution in which vehicles and infrastructures can a solution in which vehicles and infrastructure nodes can
authenticate each other without any support from a third party. authenticate each other without any support from a third party.
</t> </t>
<t> <t>
When applying the classical IPv6 ND process to VANET, one of When applying the classical IPv6 ND process to VANET, one of
the security issues is that an IP-RSU (or an IP-OBU) as the security issues is that an IP-RSU (or IP-OBU) as
a router may receive deliberate or accidental DoS attacks from network a router may receive deliberate or accidental DoS attacks from network
scans that probe devices on a VANET. In this scenario, the IP-RSU can be scans that probe devices on a VANET. In this scenario, the IP-RSU
overwhelmed for processing the network scan requests so that (or IP-OBU) can be overwhelmed by processing the network scan requests
the capacity so that the capacity and resources of the IP-RSU (or IP-OBU) are
and resources of IP-RSU are exhausted, causing the failure of receiving exhausted, causing the failure of receiving normal ND messages from
normal ND messages from other hosts for network address resolution. other hosts for network address resolution.
<xref target="RFC6583"/> describes more about the operational problems <xref target="RFC6583" format="default"/> describes more about the opera
tional problems
in the classical IPv6 ND mechanism that can be vulnerable to deliberate in the classical IPv6 ND mechanism that can be vulnerable to deliberate
or accidental DoS attacks and suggests several implementation guidelines or accidental DoS attacks and suggests several implementation guidelines
and operational mitigation techniques for those problems. and operational mitigation techniques for those problems.
Nevertheless, for running IPv6 ND in VANET, those issues can be Nevertheless, for running IPv6 ND in VANET, those issues can be
more acute acuter since the movements of vehicles can be so diverse that
since the movements of vehicles can be so diverse that it leaves a large there is a wider opportunity for rogue behaviors, and the failure of
room for rogue behaviors, and the failure of networking among vehicles networking among vehicles may lead to grave consequences.
may cause grave consequences.
</t> </t>
<t> <t>
Strong security measures shall protect vehicles roaming in road Strong security measures shall protect vehicles roaming in road
networks from the attacks of malicious nodes, which are controlled networks from the attacks of malicious nodes that are controlled
by hackers. For safe driving applications (e.g., context-aware by hackers. For safe driving applications (e.g., context-aware
navigation, cooperative adaptive cruise control, and platooning), navigation, cooperative adaptive cruise control, and platooning),
as explained in <xref target="subsection:V2V-Use-Cases"/>, the as explained in <xref target="subsection_V2V-Use-Cases" format="default" />, the
cooperative action among vehicles is assumed. Malicious nodes may cooperative action among vehicles is assumed. Malicious nodes may
disseminate wrong driving information (e.g., location, speed, and disseminate wrong driving information (e.g., location, speed, and
direction) for disturbing safe driving. For example, a Sybil attack, direction) for disturbing safe driving. For example, a Sybil attack,
which tries to confuse a vehicle with multiple false identities, which tries to confuse a vehicle with multiple false identities,
may disturb a vehicle from taking a safe maneuver. may disturb a vehicle from taking a safe maneuver.
Since cybersecurity issues in vehicular networks may cause physical Since cybersecurity issues in vehicular networks may cause physical
vehicle safety issues, it may be necessary to consider those physical vehicle safety issues, it may be necessary to consider those physical
security concerns when designing protocols in IPWAVE. safety concerns when designing protocols in IPWAVE.
</t> </t>
<t> <t>
To identify malicious vehicles among vehicles, an authentication To identify malicious vehicles among vehicles, an authentication
method may be required. method may be required. A Vehicle Identification Number (VIN) (or a
A Vehicle Identification Number (VIN) (or a vehicle manufacturer vehicle manufacturer certificate) and a user certificate (e.g., X.509
certificate) and a user certificate (e.g., certificate <xref target="RFC5280" format="default"/>) along with an
X.509 certificate <xref target="RFC5280"/>) along with an in-vehicle in-vehicle device's identifier generation can be used to efficiently
device's identifier generation can be used to efficiently
authenticate a vehicle or its driver (having a user certificate) authenticate a vehicle or its driver (having a user certificate)
through a road infrastructure node (e.g., IP-RSU) connected to an through a road infrastructure node (e.g., IP-RSU) connected to an
authentication server in the vehicular cloud. authentication server in the Vehicular Cloud. This authentication can
This authentication can be used to identify the vehicle that will be used to identify the vehicle that will communicate with an
communicate with an infrastructure node or another vehicle. infrastructure node or another vehicle. In the case where a vehicle
In the case where a vehicle has an internal network (called Moving has an internal network (called a mobile network) and elements in the
Network) and elements in the network (e.g., in-vehicle devices and network (e.g., in-vehicle devices and a user's mobile devices), as
a user's mobile devices), as shown in shown in <xref target="fig_v2i-internetworking" format="default"/>,
<xref target="fig:v2i-internetworking" />, the elements in the the elements in the network need to be authenticated individually for
network need to be authenticated individually for safe safe authentication. Also, Transport Layer Security (TLS)
authentication. certificates <xref target="RFC8446" format="default"/> <xref
Also, Transport Layer Security (TLS) certificates target="RFC5280" format="default"/> can be used for an element's
<xref target="RFC8446" /><xref target="RFC5280"/> can be used for authentication to allow secure E2E vehicular communications between an
an element's authentication to allow secure E2E vehicular communications element in a vehicle and another element in a server in a Vehicular
between an element in a vehicle and another element in a server in a Cloud or between an element in a vehicle and another element in
vehicular cloud, or between an element in a vehicle and another another vehicle.
element in another vehicle.
</t> </t>
</section>
</section> <section anchor="section_Security-Threats-in-Mobility-Management" numbered
="true" toc="default">
<section anchor="section:Security-Threats-in-Mobility-Management" <name>Security Threats in Mobility Management</name>
title="Security Threats in Mobility Management">
<t> <t>
For mobility management, a malicious vehicle can construct For mobility management, a malicious vehicle can construct
multiple virtual bogus vehicles, and register them with IP-RSUs multiple virtual bogus vehicles and register them with IP-RSUs
and MA. This registration makes the IP-RSUs and MA waste their and MAs. This registration makes the IP-RSUs and MAs waste their
resources. The IP-RSUs and MA need to determine whether resources. The IP-RSUs and MAs need to determine whether
a vehicle is genuine or bogus in mobility management. a vehicle is genuine or bogus in mobility management.
Also, the confidentiality of control packets and data packets
among IP-RSUs and MA, the E2E paths (e.g., tunnels) need to be Also, for the confidentiality of control packets and data packets
between IP-RSUs and MAs, the E2E paths (e.g., tunnels) need to be
protected by secure communication channels. protected by secure communication channels.
In addition, to prevent bogus IP-RSUs and MA from interfering with
the IPv6 mobility of vehicles, mutual authentication among them In addition, to prevent bogus IP-RSUs and MAs from interfering with
needs to be performed by certificates (e.g., TLS certificate). the IPv6 mobility of vehicles, mutual authentication among
the IP-RSUs, MAs, and vehicles
needs to be performed by certificates (e.g., TLS certificate).
</t> </t>
</section> </section>
<section anchor="section:Other-Threats" <section anchor="section_Other-Threats" numbered="true" toc="default">
title="Other Threats"> <name>Other Threats</name>
<t> <t>
For the setup of a secure channel over IPsec or TLS, the multihop V2I For the setup of a secure channel over IPsec or TLS, the multihop V2I
communications over DSRC or 5G V2X (or LTE V2X) is required in communications over DSRC or 5G V2X (or LTE V2X) is required on
a highway. In this case, multiple intermediate vehicles as relay a highway. In this case, multiple intermediate vehicles as relay
nodes can help to forward association and authentication messages nodes can help to forward association and authentication messages
toward an IP-RSU (gNodeB or eNodeB) connected to an authentication toward an IP-RSU (or gNodeB/eNodeB) connected to an authentication
server in the vehicular cloud. In this kind of process, the server in the Vehicular Cloud. In this kind of process, the
authentication messages forwarded by each vehicle can be delayed or authentication messages forwarded by each vehicle can be delayed or
lost, which may increase the construction time of a connection or some lost, which may increase the construction time of a connection or cause
vehicles may not be able to be authenticated. some
vehicles to not be able to be authenticated.
</t> </t>
<t>
<t> Even though vehicles can be authenticated with valid certificates by
Even though vehicles can be authenticated with valid certificates by an authentication server in the Vehicular Cloud, the authenticated
an authentication server in the vehicular cloud, the authenticated
vehicles may harm other vehicles. To deal with this kind of security vehicles may harm other vehicles. To deal with this kind of security
issue, for monitoring suspicious behaviors, vehicles' communication issue, for monitoring suspicious behaviors, vehicles' communication
activities can be recorded in either a centralized approach through a activities can be recorded in either a centralized approach through a
logging server (e.g., TCC) in the vehicular cloud or a decentralized logging server (e.g., TCC) in the Vehicular Cloud or a decentralized
approach (e.g., an edge computing device and blockchain approach (e.g., an ECD and blockchain <xref target="Bitcoin" format="def
<xref target="Bitcoin" />) by the help of other vehicles and ault"/>)
infrastructure. by the help of other vehicles and infrastructure.
</t> </t>
<t> <t>
There are trade-offs between centralized and decentralized approaches There are trade-offs between centralized and decentralized approaches
in logging for vehicles' behaviors (e.g., location, speed, direction, in logging of vehicles' behaviors (e.g., location, speed, direction,
acceleration, deceleration, and lane change) and communication acceleration/deceleration, and lane change) and communication
activities (e.g., transmission time, reception time, and packet types activities (e.g., transmission time, reception time, and packet types,
such as TCP, UDP, SCTP, QUIC, HTTP, and HTTPS). such as TCP, UDP, SCTP, QUIC, HTTP, and HTTPS).
A centralized approach is more efficient than a decentralized A centralized approach is more efficient than a decentralized
approach in terms of logging data collection and processing in a approach in terms of log data collection and processing in a
central server in the vehicular cloud. central server in the Vehicular Cloud.
However, the centralized approach may cause a higher delay than a However, the centralized approach may cause a higher delay than a
decentralized approach in terms of the analysis of the logging data decentralized approach in terms of the analysis of the log data
and counteraction in a local edge computing device or a distributed and counteraction in a local ECD or a distributed database like a
database like a blockchain. blockchain.
The centralized approach stores logging data collected from VANET into The centralized approach stores log data collected from VANET into
a remote logging server in a vehicular cloud as a central cloud, so it a remote logging server in a Vehicular Cloud as a central cloud, so it
takes time to deliver the logging data to a remote logging server. takes time to deliver the log data to a remote logging server.
On the other hand, the decentralized approach stores the logging data On the other hand, the decentralized approach stores the log data
into a nearby edge computing device as a local logging server or a into a nearby edge computing device as a local logging server or a
nearby blockchain node, which participates in a blockchain network. nearby blockchain node, which participates in a blockchain network.
On the stored logging data, an analyzer needs to perform a machine On the stored log data, an analyzer needs to perform a machine
learning technique (e.g., Deep Learning) and seek suspicious behaviors learning technique (e.g., deep learning) and seek suspicious behaviors
of the vehicles. If such an analyzer is located either within or near of the vehicles. If such an analyzer is located either within or near
the edge computing device, it can access the logging data with a short the edge computing device, it can access the log data with a short
delay, analyze it quickly, and generate feedback to allow for a quick delay, analyze it quickly, and generate feedback to allow for a quick
counteraction against such malicious behaviors. On the other hand, counteraction against such malicious behaviors. On the other hand,
if the vehicular cloud with the logging data is far away from a if the Vehicular Cloud with the log data is far away from a
problematic VANET with malicious behaviors, the centralized approach problematic VANET with malicious behaviors, the centralized approach
takes a long time with the analysis with the logging data and the takes a longer time with the analysis of the log data and the
decision-making on malicious behaviors than the decentralized approach. decision-making on malicious behaviors than the decentralized approach.
If the logging data is encrypted by a secret key, it can be protected If the log data is encrypted by a secret key, it can be protected
from the observation of a hacker. The secret key sharing among legal from the observation of a hacker. The secret key sharing among legal
vehicles, edge computing devices, and vehicular clouds should be vehicles, ECDs, and Vehicular Clouds should be supported efficiently.
supported efficiently.
</t> </t>
<t> <t>
Logging information can release privacy breakage of a vehicle. Log data can release privacy breakage of a vehicle.
The logging information can contain the MAC address and IPv6 The log data can contain the MAC address and IPv6
address for a vehicle's wireless network interface. If the unique address for a vehicle's wireless network interface. If the unique
MAC address of the wireless network interface is used, a hacker MAC address of the wireless network interface is used, a hacker
can track the vehicle with that MAC address, so can track the can track the vehicle with that MAC address and can track the
privacy information of the vehicle's driver (e.g., location privacy information of the vehicle's driver (e.g., location
information). To prevent this privacy breakage, a MAC address information). To prevent this privacy breakage, a MAC address
pseudonym can be used for the MAC address of the wireless network pseudonym can be used for the MAC address of the wireless network
interface, and the corresponding IPv6 address should be based on interface, and the corresponding IPv6 address should be based on
such a MAC address pseudonym. such a MAC address pseudonym.
By solving a privacy issue of a vehicle's identity in logging, By solving a privacy issue of a vehicle's identity in logging,
vehicles may observe activities of each other to identify any vehicles may observe each other's activities to identify any
misbehavior without privacy breakage. Once identifying a misbehaviors without privacy breakage. Once identifying a
misbehavior, a vehicle shall have a way to either isolate itself misbehavior, a vehicle shall have a way to either isolate itself
from others or isolate a suspicious vehicle by informing from others or isolate a suspicious vehicle by informing
other vehicles. other vehicles.
</t> </t>
<t> <t>
For completely secure vehicular networks, we shall embrace the concept For completely secure vehicular networks, we shall embrace the concept
of "zero-trust" for vehicles in which no vehicle is trustable and of "zero-trust" for vehicles where no vehicle is trustable and
verifying every message (such as IPv6 control messages including ND, verifying every message (such as IPv6 control messages including ND,
DAD, NUD, and application layer messages) is necessary. In this way, DAD, NUD, and application-layer messages) is necessary. In this way,
vehicular networks can defense many possible cyberattacks. Thus, we vehicular networks can defend against many possible cyberattacks. Thus,
we
need to have an efficient zero-trust framework or mechanism for need to have an efficient zero-trust framework or mechanism for
the vehicular networks. vehicular networks.
</t> </t>
<t> <t>
For the non-repudiation of the harmful activities from malicious For the non-repudiation of the harmful activities from malicious
vehicles, which it is difficult for other normal vehicles to identify th em, vehicles, as it is difficult for other normal vehicles to identify them,
an additional and advanced approach is needed. One possible an additional and advanced approach is needed. One possible
approach is to use a blockchain-based approach approach is to use a blockchain-based approach
<xref target="Bitcoin"/> as an IPv6 security checking framework. <xref target="Bitcoin" format="default"/> as an IPv6 security checking f
Each IPv6 packet from a vehicle can be treated as a transaction and the ramework.
Each IPv6 packet from a vehicle can be treated as a transaction, and the
neighboring vehicles can play the role of peers in a consensus neighboring vehicles can play the role of peers in a consensus
method of a blockchain <xref target="Bitcoin"/> method of a blockchain <xref target="Bitcoin" format="default"/>
<xref target="Vehicular-BlockChain"/>. For a blockchain's efficient <xref target="Vehicular-BlockChain" format="default"/>. For a blockcha
consensus in vehicular networks having fast moving vehicles, in's efficient
consensus in vehicular networks having fast-moving vehicles, either
a new consensus algorithm needs to be developed, or an existing a new consensus algorithm needs to be developed, or an existing
consensus algorithm needs to be enhanced. consensus algorithm needs to be enhanced.
In addition, a consensus-based mechanism for the security of In addition, a consensus-based mechanism for the security of
vehicular networks in the IPv6 layer can also be considered. vehicular networks in the IPv6 layer can also be considered.
A group of servers as blockchain infrastructure can be part of A group of servers as blockchain infrastructure can be part of
the security checking process in the IP layer. the security checking process in the IP layer.
</t> </t>
<t> <t>
To prevent an adversary from tracking a vehicle with its MAC To prevent an adversary from tracking a vehicle with its MAC
address or IPv6 address, especially for a long-living transport-layer address or IPv6 address, especially for a long-living transport-layer
session (e.g., voice call over IP and video streaming service), session (e.g., voice call over IP and video streaming service),
a MAC address pseudonym needs to be provided to each vehicle; a MAC address pseudonym needs to be provided to each vehicle;
that is, each vehicle periodically updates its MAC address and that is, each vehicle periodically updates its MAC address, and
its IPv6 address needs to be updated accordingly by the MAC the vehicle's IPv6 address needs to be updated accordingly by the MAC
address change <xref target="RFC4086" /><xref target="RFC8981" />. address change <xref target="RFC4086" format="default"/> <xref target="R
FC8981" format="default"/>.
Such an update of the MAC and IPv6 addresses should not Such an update of the MAC and IPv6 addresses should not
interrupt the E2E communications between two vehicles (or interrupt the E2E communications between two vehicles (or
between a vehicle and an IP-RSU) for a long-living transport-layer between a vehicle and an IP-RSU) for a long-living transport-layer
session. However, if this pseudonym is performed without strong session. However, if this pseudonym is performed without strong
E2E confidentiality (using either IPsec or TLS), there will be no E2E confidentiality (using either IPsec or TLS), there will be no
privacy benefit from changing MAC and IPv6 addresses, because an privacy benefit from changing MAC and IPv6 addresses because an
adversary can observe the change of the MAC and IPv6 addresses and adversary can observe the change of the MAC and IPv6 addresses and
track the vehicle with those addresses. Thus, the MAC address track the vehicle with those addresses. Thus, the MAC address
pseudonym and the IPv6 address update should be performed with strong pseudonym and the IPv6 address update should be performed with strong
E2E confidentiality. E2E confidentiality.
</t> </t>
<t> <t>
The privacy exposure to the TCC and via V2I is mostly about the The privacy exposure to the TCC via V2I is mostly about the
location information of vehicles, and may also include other location information of vehicles and may also include other in-vehicle
in-vehicle activities such as transactions of credit cards. activities, such as transactions of credit cards. The assumed,
The assumed, trusted actors are the owner of a vehicle, an trusted actors are the owner of a vehicle, an authorized vehicle
authorized vehicle service provider (e.g., navigation service provider), service provider (e.g., navigation service provider), and an
and an authorized vehicle manufacturer for providing authorized vehicle manufacturer for providing after-sales services.
after-sales services. In addition, privacy concerns for excessively collecting vehicle
In addition, privacy concerns for excessively collecting activities from roadway operators, such as public transportation
vehicle activities from administrators and private contractors, may also pose threats on
roadway operators such as public transportation administrators and violating privacy rights of vehicles. It might be interesting to find
private contractors may also pose threats on violating privacy rights a solution from a technological point of view along with public policy
of vehicles. It might be interesting to find a solution from a development for the issue.
technology point of view along with public policy development for the
issue.
</t> </t>
<t> <t>
The "multicasting" of the location information of a VRU's smartphone The "multicasting" of the location information of a VRU's smartphone
means IPv6 multicasting. There is a possible security attack related means IPv6 multicasting. There is a possible security attack related
to this multicasting. Attackers can use "fake identifiers" as source to this multicasting. Attackers can use "fake identifiers" as source
IPv6 addresses of their devices to generate IPv6 packets and multicast IPv6 addresses of their devices to generate IPv6 packets and multicast
them to nearby vehicles in order to make a confusion that those them to nearby vehicles in order to cause confusion that those
vehicles are surrounded by other vehicles or pedestrians. As a result, vehicles are surrounded by other vehicles or pedestrians. As a result,
navigation services (e.g., Google Maps <xref target="Google-Maps" /> and Waze <xref target="Waze" />) navigation services (e.g., Google Maps <xref target="Google-Maps" format ="default"/> and Waze <xref target="Waze" format="default"/>)
can be confused with fake road traffic by those vehicles or smartphones can be confused with fake road traffic by those vehicles or smartphones
with "fake identifiers" <xref target="Fake-Identifier-Attack" />. with "fake identifiers" <xref target="Fake-Identifier-Attack" format="de fault"/>.
This attack with "fake identifiers" should be detected and handled by This attack with "fake identifiers" should be detected and handled by
vehicular networks. To cope with this attack, both legal vehicles and vehicular networks. To cope with this attack, both legal vehicles and
legal VRUs' smartphones can be registered with a traffic control center legal VRUs' smartphones can be registered with a TCC and their locations
(called TCC) and their locations can be tracked by the TCC. With this can be tracked by the TCC. With this tracking, the TCC can tell the
tracking, the TCC can tell the road traffic conditions caused by those road traffic conditions caused by those vehicles and smartphones.
vehicles and smartphones. In addition, to prevent hackers from In addition, to prevent hackers from tracking the locations of those
tracking the locations of those vehicles and smartphones, either a MAC vehicles and smartphones, either a MAC address pseudonym
address pseudonym <xref target="I-D.ietf-madinas-mac-address-randomizati <xref target="I-D.ietf-madinas-mac-address-randomization" format="defaul
on" /> or t"/>
secure IPv6 address generation <xref target="RFC7721" /> or secure IPv6 address generation <xref target="RFC7721" format="default
"/>
can be used to protect the privacy of those vehicles and smartphones. can be used to protect the privacy of those vehicles and smartphones.
</t> </t>
</section>
</section>
<!-- end section "Security Considerations" -->
<section anchor="section_IANA-Considerations" numbered="true" toc="default">
<name>IANA Considerations</name>
<t>
This document has no IANA actions.
</t>
</section> </section>
</middle>
<back>
</section> <!-- end section "Security Considerations" --> <displayreference target="I-D.ietf-intarea-ippl" to="IPPL"/>
<displayreference target="I-D.templin-intarea-aero" to="AERO"/>
<displayreference target="I-D.templin-intarea-omni" to="OMNI"/>
<displayreference target="I-D.templin-ipwave-uam-its" to="UAM-ITS"/>
<displayreference target="I-D.templin-intarea-parcels" to="PARCELS"/>
<displayreference target="I-D.ietf-dmm-fpc-cpdp" to="FPC-DMM"/>
<displayreference target="I-D.thubert-6man-ipv6-over-wireless" to="WIRELESS-ND"/
>
<displayreference target="I-D.ietf-madinas-mac-address-randomization" to="MAC-AD
D-RAN"/>
<displayreference target="I-D.ietf-madinas-use-cases" to="RCM-USE-CASES"/>
<displayreference target="I-D.jeong-ipwave-vehicular-neighbor-discovery" to="VEH
ICULAR-ND"/>
<displayreference target="I-D.jeong-ipwave-vehicular-mobility-management" to="VE
HICULAR-MM"/>
<displayreference target="I-D.jeong-ipwave-security-privacy" to="SEC-PRIV"/>
<section anchor="section:IANA-Considerations" title="IANA Considerations"> <!--
<t> START: Referenced Papers and Standard Activities
This document does not require any IANA actions. -->
</t>
</section>
</middle> <references>
<name>References</name>
<references>
<name>Normative References</name>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.4
861.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.4
862.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.6
275.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
691.xml"/>
</references>
<references>
<name>Informative References</name>
<!-- START: RFCs and Drafts -->
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.27
10.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.3
626.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.3
753.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.3
810.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.3
963.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.3
971.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.4
086.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.4
193.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.4
301.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.4
302.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.4
303.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.4
308.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.4
821.xml"/>
<back> <!-- RFC 4885 is the long way bc "H-Y." not in bib.ietf.org. Issue has been repo rted.-->
<!-- <reference anchor="RFC4885" target="https://www.rfc-editor.org/info/rfc4
START: Referenced Papers and Standard Activities 885">
<front>
<title>Network Mobility Support Terminology</title>
<author fullname="T. Ernst" initials="T." surname="Ernst"/>
<author fullname="H-Y. Lach" initials="H-Y." surname="Lach"/>
<date month="July" year="2007"/>
</front>
<seriesInfo name="RFC" value="4885"/>
<seriesInfo name="DOI" value="10.17487/RFC4885"/>
</reference>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.4
888.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.5
213.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.5
280.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.5
415.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.5
614.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.5
881.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.5
889.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.6
130.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.6
250.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.6
550.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.6
583.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.6
775.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.6
959.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.7
149.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.7
181.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.7
296.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.7
333.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.7
429.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.7
427.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.7
466.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.7
721.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
002.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
028.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
175.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
200.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
446.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
505.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
629.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
684.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
757.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
899.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
928.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.8
981.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.9
000.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.9
099.xml"/>
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.9
119.xml"/>
<!-- [I-D.ietf-intarea-ippl] IESG state Expired -->
<xi:include href="https://datatracker.ietf.org/doc/bibxml3/reference.I-D
.ietf-intarea-ippl.xml"/>
<!-- [I-D.ietf-lisp-rfc6830bis] Published as RFC 9300 -->
<xi:include href="https://bib.ietf.org/public/rfc/bibxml/reference.RFC.9
300.xml"/>
<!-- [I-D.templin-6man-aero] Replaced by [I-D.templin-intarea-aero] IESG state
ID-Exists. Changed to long version because Templin is missing editor
role.
--> -->
<references title="Normative References"> <reference anchor="I-D.templin-intarea-aero">
<?rfc include="reference.RFC.4861"?> <front>
<?rfc include="reference.RFC.4862"?> <title>Automatic Extended Route Optimization (AERO)</title>
<?rfc include="reference.RFC.6275"?> <author initials="F. L." surname="Templin" fullname="Fred Templin" role="edi
<?rfc include="reference.RFC.8691"?> tor">
<organization>Boeing Research &amp; Technology</organization>
</author>
<date month="January" day="10" year="2023"/>
</front>
<seriesInfo name="Internet-Draft" value="draft-templin-intarea-aero-11"/>
</reference>
</references> <!-- [I-D.templin-6man-omni] Replaced by [I-D.templin-intarea-omni] IESG state
I-D Exists. Changed to long version because Templin is missing editor
role.
-->
<references title="Informative References"> <reference anchor="I-D.templin-intarea-omni">
<!-- START: IETF RFCs and Drafts --> <front>
<?rfc include="reference.RFC.2710"?> <title>Transmission of IP Packets over Overlay Multilink Network (OMNI) Inte
<?rfc include="reference.RFC.3626"?> rfaces</title>
<?rfc include="reference.RFC.3753"?> <author initials="F. L." surname="Templin" fullname="Fred Templin" role="edi
<?rfc include="reference.RFC.3810"?> tor">
<?rfc include="reference.RFC.3963"?> <organization>The Boeing Company</organization>
<?rfc include="reference.RFC.3971"?> </author>
<?rfc include="reference.RFC.4086"?> <date month="February" day="15" year="2023"/>
<?rfc include="reference.RFC.4193"?> </front>
<?rfc include="reference.RFC.4301"?> <seriesInfo name="Internet-Draft" value="draft-templin-intarea-omni-25"/>
<?rfc include="reference.RFC.4302"?> </reference>
<?rfc include="reference.RFC.4303"?>
<?rfc include="reference.RFC.4308"?>
<?rfc include="reference.RFC.4821"?>
<?rfc include="reference.RFC.4885"?>
<?rfc include="reference.RFC.4888"?>
<?rfc include="reference.RFC.5213"?>
<?rfc include="reference.RFC.5280"?>
<?rfc include="reference.RFC.5415"?>
<?rfc include="reference.RFC.5614"?>
<?rfc include="reference.RFC.5881"?>
<?rfc include="reference.RFC.5889"?>
<?rfc include="reference.RFC.6130"?>
<?rfc include="reference.RFC.6250"?>
<?rfc include="reference.RFC.6550"?>
<?rfc include="reference.RFC.6583"?>
<?rfc include="reference.RFC.6775"?>
<?rfc include="reference.RFC.6959"?>
<?rfc include="reference.RFC.7149"?>
<?rfc include="reference.RFC.7181"?>
<?rfc include="reference.RFC.7296"?>
<?rfc include="reference.RFC.7333"?>
<?rfc include="reference.RFC.7429"?>
<?rfc include="reference.RFC.7427"?>
<?rfc include="reference.RFC.7466"?>
<?rfc include="reference.RFC.7721"?>
<?rfc include="reference.RFC.8002"?>
<?rfc include="reference.RFC.8028"?>
<?rfc include="reference.RFC.8175"?>
<?rfc include="reference.RFC.8200"?>
<?rfc include="reference.RFC.8446"?>
<?rfc include="reference.RFC.8505"?>
<?rfc include="reference.RFC.8629"?>
<?rfc include="reference.RFC.8684"?>
<?rfc include="reference.RFC.8757"?>
<?rfc include="reference.RFC.8899"?>
<?rfc include="reference.RFC.8928"?>
<?rfc include="reference.RFC.8981"?>
<?rfc include="reference.RFC.9000"?>
<?rfc include="reference.RFC.9119"?>
<?rfc include='reference.I-D.ietf-intarea-ippl'?> <!-- [I-D.templin-ipwave-uam-its] IESG state Expired. Changed to long version
<?rfc include='reference.I-D.ietf-lisp-rfc6830bis'?> because Templin is missing editor role. -->
<?rfc include='reference.I-D.templin-6man-aero'?>
<?rfc include='reference.I-D.templin-6man-omni'?> <reference anchor="I-D.templin-ipwave-uam-its">
<?rfc include='reference.I-D.templin-ipwave-uam-its'?> <front>
<?rfc include='reference.I-D.templin-intarea-parcels'?> <title>Urban Air Mobility Implications for Intelligent Transportation System
<?rfc include='reference.I-D.ietf-dmm-fpc-cpdp'?> s</title>
<?rfc include='reference.I-D.thubert-6man-ipv6-over-wireless'?> <author initials="F." surname="Templin" fullname="Fred Templin" role="editor
<?rfc include='reference.I-D.ietf-madinas-mac-address-randomization'?> ">
<?rfc include='reference.I-D.ietf-madinas-use-cases'?> <organization>Boeing Research &amp; Technology</organization>
<?rfc include='reference.I-D.jeong-ipwave-vehicular-neighbor-discovery'?> </author>
<?rfc include='reference.I-D.jeong-ipwave-vehicular-mobility-management'?> <date month="January" day="4" year="2021"/>
<?rfc include='reference.I-D.jeong-ipwave-security-privacy'?> </front>
<!-- END: IETF RFCs and Drafts --> <seriesInfo name="Internet-Draft" value="draft-templin-ipwave-uam-its-04"/>
</reference>
<!-- [I-D.templin-intarea-parcels] IESG state I-D Exists. Changed to long
version because Templin is missing editor role.
-->
<reference anchor="I-D.templin-intarea-parcels">
<front>
<title>IP Parcels</title>
<author initials="F. L." surname="Templin" fullname="Fred Templin" role="edi
tor">
<organization>Boeing Research &amp; Technology</organization>
</author>
<date month="February" day="15" year="2023"/>
</front>
<seriesInfo name="Internet-Draft" value="draft-templin-intarea-parcels-51"/>
</reference>
<!-- [I-D.ietf-dmm-fpc-cpdp] IESG state Expired -->
<xi:include href="https://datatracker.ietf.org/doc/bibxml3/reference.I-D
.ietf-dmm-fpc-cpdp.xml"/>
<!-- [I-D.thubert-6man-ipv6-over-wireless] IESG state I-D Exists. Changed to
long version because Thubert is missing editor role.
-->
<reference anchor="I-D.thubert-6man-ipv6-over-wireless">
<front>
<title>IPv6 Neighbor Discovery on Wireless Networks</title>
<author initials="P." surname="Thubert" fullname="Pascal Thubert" role="edit
or">
<organization>Cisco Systems, Inc</organization>
</author>
<date month="October" day="11" year="2022"/>
</front>
<seriesInfo name="Internet-Draft" value="draft-thubert-6man-ipv6-over-wireless
-12"/>
</reference>
<!-- [I-D.ietf-madinas-mac-address-randomization] IESG state I-D Exists. Updated
to long version because C. J. Bernardos should be CJ. Bernardos and is missing
editor role-->
<reference anchor="I-D.ietf-madinas-mac-address-randomization">
<front>
<title>MAC address randomization</title>
<author initials="JC." surname="Zúñiga" fullname="Juan-Carlos Zúñiga">
<organization>CISCO</organization>
</author>
<author initials="CJ." surname="Bernardos" fullname="Carlos J. Bernardos"
role="editor">
<organization>Universidad Carlos III de Madrid</organization>
</author>
<author initials="A." surname="Andersdotter" fullname="Amelia Andersdotte
r">
<organization>Sky UK Group, Sky Labs</organization>
</author>
<date month="October" day="22" year="2022"/>
</front>
<seriesInfo name="Internet-Draft" value="draft-ietf-madinas-mac-address-ran
domization-04"/>
</reference>
<!-- [I-D.ietf-madinas-use-cases] IESG state I-D Exists -->
<xi:include href="https://datatracker.ietf.org/doc/bibxml3/reference.I-D
.ietf-madinas-use-cases.xml"/>
<!-- [I-D.jeong-ipwave-vehicular-neighbor-discovery] IESG state I-D Exist
s
Changed to long version because:
* xi:include: J. P. Jeong but I-D header: J. Jeong, Ed.
* xi:include: Y. C. Shen but I-D header: Y. Shen
-->
<reference anchor="I-D.jeong-ipwave-vehicular-neighbor-discovery">
<front>
<title>Vehicular Neighbor Discovery for IP-Based Vehicular Networks</title>
<author initials="J." surname="Jeong" fullname="Jaehoon Paul Jeong" role="ed
itor">
<organization>Department of Computer Science and Engineering</organization
>
</author>
<author initials="Y." surname="Shen" fullname="Yiwen Chris Shen">
<organization>Department of Computer Science and Engineering</organization
>
</author>
<author initials="J." surname="Kwon" fullname="Junehee Kwon">
<organization>Department of Computer Science and Engineering</organization
>
</author>
<author initials="S." surname="Cespedes" fullname="Sandra Cespedes">
<organization>NIC Chile Research Labs</organization>
</author>
<date month="February" day="4" year="2023"/>
</front>
<seriesInfo name="Internet-Draft" value="draft-jeong-ipwave-vehicular-neighbor
-discovery-15"/>
</reference>
<!-- [I-D.jeong-ipwave-vehicular-mobility-management] IESG state I-D Exists
Changed to long version because:
* xi:include: J. P. Jeong but txt: J. Jeong, Ed.
* xi:include: B. A. Mugabarigira but txt: B. Mugabarigira
* xi:include: Y. C. Shen but txt: Y. Shen
-->
<reference anchor="I-D.jeong-ipwave-vehicular-mobility-management">
<front>
<title>Vehicular Mobility Management for IP-Based Vehicular Networks</title>
<author initials="J." surname="Jeong" fullname="Jaehoon Paul Jeong" role="ed
itor">
<organization>Department of Computer Science and Engineering</organization
>
</author>
<author initials="B." surname="Mugabarigira" fullname="Bien Aime Mugabarigir
a">
<organization>Department of Electrical and Computer Engineering</organizat
ion>
</author>
<author initials="Y." surname="Shen" fullname="Yiwen Chris Shen">
<organization>Department of Electrical and Computer Engineering</organizat
ion>
</author>
<author initials="H." surname="Jung" fullname="Hyeonah Jung">
<organization>Department of Computer Science and Engineering</organization
>
</author>
<date month="February" day="4" year="2023"/>
</front>
<seriesInfo name="Internet-Draft" value="draft-jeong-ipwave-vehicular-mobility
-management-09"/>
</reference>
<!-- [I-D.jeong-ipwave-security-privacy] IESG state I-D Exists
Changed to long version because:
* xi:include: J. P. Jeong but I-D header: J. Jeong, Ed.
* xi:include: Y. C. Shen but I-D header: Y. Shen
* xi:include: J. Jung-Soo but I-D header: J. Park
* xi:include: T. T. Oh but I-D header: T. Oh
-->
<reference anchor="I-D.jeong-ipwave-security-privacy">
<front>
<title>Basic Support for Security and Privacy in IP-Based Vehicular Networks
</title>
<author initials="J." surname="Jeong" fullname="Jaehoon Paul Jeong" role="ed
itor">
<organization>Department of Computer Science and Engineering</organization
>
</author>
<author initials="Y." surname="Shen" fullname="Yiwen Chris Shen">
<organization>Department of Computer Science and Engineering</organization
>
</author>
<author initials="H." surname="Jung" fullname="Hyeonah Jung">
<organization>Department of Computer Science and Engineering</organization
>
</author>
<author initials="J." surname="Park" fullname="Park Jung-Soo">
<organization>Electronics and Telecommunications Research Institute</organ
ization>
</author>
<author initials="T." surname="Oh" fullname="Tae (Tom) Oh">
<organization>Golisano College of Computing and Information Sciences</orga
nization>
</author>
<date month="July" day="25" year="2022"/>
</front>
<seriesInfo name="Internet-Draft" value="draft-jeong-ipwave-security-privacy-0
6"/>
</reference>
<!-- END: IETF RFCs and Drafts -->
<!-- START: Other Standardization Body Documents --> <!-- START: Other Standardization Body Documents -->
<reference anchor="DSRC"> <reference anchor="DSRC">
<front> <front>
<title>Standard Specification for Telecommunications and Information <title>Standard Specification for Telecommunications and
Exchange Between Roadside and Vehicle Systems - 5 GHz Band Dedicated Short Rang Information Exchange Between Roadside and Vehicle Systems - 5 GHz
e Communications (DSRC) Medium Access Control (MAC) and Physical Layer (PHY) Spe Band Dedicated Short Range Communications (DSRC) Medium Access
cifications</title> Control (MAC) and Physical Layer (PHY) Specifications</title>
<author> <author>
<organization> <organization>
ASTM International ASTM International
</organization> </organization>
</author> </author>
<date month="October" year="2010" /> <date month="September" year="2018"/>
</front> </front>
<seriesInfo name="ASTM" value="E2213-03(2010)" /> <seriesInfo name="ASTM" value="E2213-03(2010)"/>
</reference> <seriesInfo name="DOI" value="10.1520/E2213-03R10"/>
</reference>
<reference anchor="EU-2008-671-EC"> <reference anchor="EU-2008-671-EC" target="https://eur-lex.europa.eu/leg
<front> al-content/EN/TXT/PDF/?uri=CELEX:32008D0671&amp;rid=7">
<title>Commission Decision of 5 August 2008 on the Harmonised Use of <front>
Radio Spectrum in the 5875 - 5905 MHz Frequency Band for Safety-related Applica <title>COMMISSION DECISION of 5 August 2008 on the harmonised use
tions of Intelligent Transport Systems (ITS)</title> of radio spectrum in the 5 875-5 905 MHz frequency band for
safety-related applications of Intelligent Transport Systems
(ITS)</title>
<author> <author>
<organization> <organization>
European Union European Union
</organization> </organization>
</author> </author>
<date month="August" year="2008" /> <date month="August" year="2008"/>
</front> </front>
<seriesInfo name="EU" value="2008/671/EC" /> <seriesInfo name="EU" value="2008/671/EC"/>
</reference> </reference>
<reference anchor="IEEE-802.11p"> <reference anchor="IEEE-802.11p">
<front> <front>
<title>Part 11: Wireless LAN Medium Access Control (MAC) and Physica <title>IEEE Standard for Information technology-- Local and
l Layer (PHY) Specifications - Amendment 6: Wireless Access in Vehicular Environ metropolitan area networks-- Specific requirements-- Part 11:
ments</title> Wireless LAN Medium Access Control (MAC) and Physical Layer (PHY)
<author surname="IEEE 802.11 Working Group" /> Specifications Amendment 6: Wireless Access in Vehicular
<date month="June" year="2010" /> Environments</title>
</front> <author>
<seriesInfo name="IEEE" value="Std 802.11p-2010" /> <organization>IEEE</organization>
</reference> </author>
<date month="July" year="2010"/>
</front>
<seriesInfo name="DOI" value="10.1109/IEEESTD.2010.5514475"/>
<seriesInfo name="IEEE" value="Std 802.11p-2010"/>
</reference>
<reference anchor="IEEE-802.11-OCB"> <reference anchor="IEEE-802.11-OCB">
<front> <front>
<title>Part 11: Wireless LAN Medium Access Control (MAC) and Physica <title>IEEE Standard for Information technology -
l Layer (PHY) Specifications</title> Telecommunications and information exchange between systems Local
<author surname="IEEE 802.11 Working Group" /> and metropolitan area networks-Specific requirements - Part 11:
<date month="December" year="2016" /> Wireless LAN Medium Access Control (MAC) and Physical Layer (PHY)
</front> Specifications</title>
<seriesInfo name="IEEE" value="Std 802.11-2016" /> <author>
</reference> <organization>IEEE</organization>
</author>
<date month="December" year="2016"/>
</front>
<seriesInfo name="DOI" value="10.1109/IEEESTD.2016.7786995"/>
<seriesInfo name="IEEE" value="Std 802.11-2016"/>
</reference>
<reference anchor="WAVE-1609.0"> <reference anchor="WAVE-1609.0">
<front> <front>
<title>IEEE Guide for Wireless Access in Vehicular Environments (WAV E) - Architecture</title> <title>IEEE Guide for Wireless Access in Vehicular Environments (WAV E) - Architecture</title>
<author initials="" surname="IEEE 1609 Working Group" /> <author>
<date month="March" year="2014" /> <organization>IEEE</organization>
</front> </author>
<seriesInfo name="IEEE" value="Std 1609.0-2013" /> <date month="March" year="2014"/>
</reference> </front>
<seriesInfo name="DOI" value="10.1109/IEEESTD.2014.6755433"/>
<seriesInfo name="IEEE" value="Std 1609.0-2013"/>
</reference>
<reference anchor="WAVE-1609.2"> <reference anchor="WAVE-1609.2">
<front> <front>
<title>IEEE Standard for Wireless Access in Vehicular Environments - Security Services for Applications and Management Messages</title> <title>IEEE Standard for Wireless Access in Vehicular Environments - Security Services for Applications and Management Messages</title>
<author initials="" surname="IEEE 1609 Working Group" /> <author>
<date month="March" year="2016" /> <organization>IEEE</organization>
</front> </author>
<seriesInfo name="IEEE" value="Std 1609.2-2016" /> <date month="March" year="2016"/>
</reference> </front>
<seriesInfo name="DOI" value="10.1109/IEEESTD.2016.7426684"/>
<seriesInfo name="IEEE" value="Std 1609.2-2016"/>
</reference>
<reference anchor="WAVE-1609.3"> <reference anchor="WAVE-1609.3">
<front> <front>
<title>IEEE Standard for Wireless Access in Vehicular Environments ( WAVE) - Networking Services</title> <title>IEEE Standard for Wireless Access in Vehicular Environments ( WAVE) - Networking Services</title>
<author initials="" surname="IEEE 1609 Working Group" /> <author>
<date month="April" year="2016" /> <organization>IEEE</organization>
</front> </author>
<seriesInfo name="IEEE" value="Std 1609.3-2016" /> <date month="April" year="2016"/>
</reference> </front>
<seriesInfo name="DOI" value="10.1109/IEEESTD.2016.7458115"/>
<seriesInfo name="IEEE" value="Std 1609.3-2016"/>
</reference>
<reference anchor="WAVE-1609.4"> <reference anchor="WAVE-1609.4">
<front> <front>
<title>IEEE Standard for Wireless Access in Vehicular Environments ( WAVE) - Multi-Channel Operation</title> <title>IEEE Standard for Wireless Access in Vehicular Environments ( WAVE) - Multi-Channel Operation</title>
<author initials="" surname="IEEE 1609 Working Group" /> <author>
<date month="March" year="2016" /> <organization>IEEE</organization>
</front> </author>
<seriesInfo name="IEEE" value="Std 1609.4-2016" /> <date month="March" year="2016"/>
</reference> </front>
<seriesInfo name="DOI" value="10.1109/IEEESTD.2016.7435228"/>
<seriesInfo name="IEEE" value="Std 1609.4-2016"/>
</reference>
<reference anchor="ISO-ITS-IPv6"> <reference anchor="ISO-ITS-IPv6" target="https://www.iso.org/standard/46
<front> 549.html">
<title>Intelligent Transport Systems - Communications Access for Lan <front>
d Mobiles (CALM) - IPv6 Networking</title> <title>Intelligent transport systems - Communications access for
<author initials="" surname="ISO/TC 204" /> land mobiles (CALM) - IPv6 Networking</title>
<date month="June" year="2012" /> <author>
</front> <organization>ISO/TC 204</organization>
<seriesInfo name="ISO" value="21210:2012" /> </author>
</reference> <date month="June" year="2012"/>
</front>
<seriesInfo name="ISO" value="21210:2012"/>
</reference>
<reference anchor="ISO-ITS-IPv6-AMD1"> <reference anchor="ISO-ITS-IPv6-AMD1" target="https://www.iso.org/standa
<front> rd/65691.html">
<title>Intelligent Transport Systems - Communications Access for Lan <front>
d Mobiles (CALM) - IPv6 Networking - <title>Intelligent transport systems - Communications access for lan
Amendment 1</title> d mobiles (CALM) - IPv6 Networking - Amendment 1</title>
<author initials="" surname="ISO/TC 204" /> <author>
<date month="September" year="2017" /> <organization>ISO/TC 204</organization>
</front> </author>
<seriesInfo name="ISO" value="21210:2012/AMD 1:2017" /> <date month="September" year="2017"/>
</reference> </front>
<seriesInfo name="ISO" value="21210:2012/AMD 1:2017"/>
</reference>
<reference anchor="TS-23.285-3GPP"> <reference anchor="TS-23.285-3GPP" target="https://portal.3gpp.org/deskt
<front> opmodules/Specifications/SpecificationDetails.aspx?specificationId=3078">
<title>Architecture Enhancements for V2X Services</title> <front>
<title>Architecture enhancements for V2X services</title>
<author> <author>
<organization> <organization>3GPP</organization>
3GPP
</organization>
</author> </author>
<date month="December" year="2019" /> <date month="December" year="2019"/>
</front> </front>
<seriesInfo name="3GPP TS" value="23.285/Version 16.2.0" /> <seriesInfo name="3GPP TS" value="23.285 16.2.0"/>
</reference> </reference>
<reference anchor="TR-22.886-3GPP"> <reference anchor="TR-22.886-3GPP" target="https://portal.3gpp.org/deskt
<front> opmodules/Specifications/SpecificationDetails.aspx?specificationId=3108">
<title>Study on Enhancement of 3GPP Support for 5G V2X Services</tit <front>
le> <title>Study on enhancement of 3GPP support for 5G V2X services</tit
le>
<author> <author>
<organization> <organization>3GPP</organization>
3GPP
</organization>
</author> </author>
<date month="December" year="2018" /> <date month="December" year="2018"/>
</front> </front>
<seriesInfo name="3GPP TR" value="22.886/Version 16.2.0" /> <seriesInfo name="3GPP TS" value="22.886 16.2.0"/>
</reference> </reference>
<reference anchor="TS-23.287-3GPP"> <reference anchor="TS-23.287-3GPP" target="https://portal.3gpp.org/deskt
<front> opmodules/Specifications/SpecificationDetails.aspx?specificationId=3578">
<title>Architecture Enhancements for 5G System (5GS) to Support <front>
Vehicle-to-Everything (V2X) Services</title> <title>Architecture enhancements for 5G System (5GS) to support Vehi
cle-to-Everything (V2X) services</title>
<author> <author>
<organization> <organization>3GPP</organization>
3GPP
</organization>
</author> </author>
<date month="March" year="2020" /> <date month="March" year="2020"/>
</front> </front>
<seriesInfo name="3GPP TS" value="23.287/Version 16.2.0" /> <seriesInfo name="3GPP TS" value="23.287 16.2.0"/>
</reference> </reference>
<!-- END: Other Standardization Body Documents --> <!-- END: Other Standardization Body Documents -->
<!-- START: Papers --> <!-- START: Papers -->
<reference anchor="VIP-WAVE"> <reference anchor="VIP-WAVE">
<front> <front>
<title>VIP-WAVE: On the Feasibility of IP Communications in 802.11p Vehicular Networks</title> <title>VIP-WAVE: On the Feasibility of IP Communications in 802.11p Vehicular Networks</title>
<author initials="S." surname="Cespedes" /> <author initials="S." surname="Cespedes"/>
<author initials="N." surname="Lu" /> <author initials="N." surname="Lu"/>
<author initials="X." surname="Shen" /> <author initials="X." surname="Shen"/>
<date month="March" year="2013" /> <date month="March" year="2013"/>
</front> </front>
<seriesInfo name="IEEE" value="Transactions on Intelligent Transportatio <seriesInfo name="DOI" value="10.1109/TITS.2012.2206387"/>
n Systems, vol. 14, no. 1" /> <refcontent>IEEE Transactions on Intelligent Transportation Systems, V
</reference> olume 14, Issue 1, pp. 82-97</refcontent>
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<front> r/publication/3205">
<title>Cross-layer Identities Management in ITS Stations</title> <front>
<author initials="M." surname="Wetterwald" /> <title>Cross-layer identities management in ITS stations</title>
<author initials="F." surname="Hrizi" /> <author initials="M." surname="Wetterwald"/>
<author initials="P." surname="Cataldi" /> <author initials="F." surname="Hrizi"/>
<date month="November" year="2010" /> <author initials="P." surname="Cataldi"/>
</front> <date month="November" year="2010"/>
<seriesInfo name="The" value="10th International Conference on ITS Telec </front>
ommunications" /> <refcontent>10th IEEE International Conference on ITS Telecommunicatio
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<reference anchor="SAINT"> <reference anchor="SAINT">
<front> <front>
<title>SAINT: Self-Adaptive Interactive Navigation Tool for Cloud-Ba sed Vehicular Traffic Optimization</title> <title>SAINT: Self-Adaptive Interactive Navigation Tool for Cloud-Ba sed Vehicular Traffic Optimization</title>
<author initials="J." surname="Jeong" /> <author initials="J." surname="Jeong"/>
<author initials="H." surname="Jeong" /> <author initials="H." surname="Jeong"/>
<author initials="E." surname="Lee" /> <author initials="E." surname="Lee"/>
<author initials="T." surname="Oh" /> <author initials="T." surname="Oh"/>
<author initials="D." surname="Du" /> <author initials="D. H. C." surname="Du"/>
<date month="June" year="2016" /> <date month="June" year="2016"/>
</front> </front>
<seriesInfo name="IEEE" value="Transactions on Vehicular Technology, Vol <seriesInfo name="DOI" value="10.1109/TVT.2015.2476958"/>
. 65, No. 6" /> <refcontent>IEEE Transactions on Vehicular Technology, Volume 65, Issu
</reference> e 6, pp. 4053-4067</refcontent>
</reference>
<reference anchor="SAINTplus"> <reference anchor="SAINTplus">
<front> <front>
<title>SAINT+: Self-Adaptive Interactive Navigation Tool+ for Emerge ncy Service Delivery Optimization</title> <title>SAINT+: Self-Adaptive Interactive Navigation Tool+ for Emerge ncy Service Delivery Optimization</title>
<author initials="Y." surname="Shen" /> <author initials="Y." surname="Shen"/>
<author initials="J." surname="Lee" /> <author initials="J." surname="Lee"/>
<author initials="H." surname="Jeong" /> <author initials="H." surname="Jeong"/>
<author initials="J." surname="Jeong" /> <author initials="J." surname="Jeong"/>
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<author initials="D." surname="Du" /> <author initials="D. H. C." surname="Du"/>
<date month="June" year="2017" /> <date month="June" year="2017"/>
</front> </front>
<seriesInfo name="IEEE" value="Transactions on Intelligent Transportatio <seriesInfo name="DOI" value="10.1109/TITS.2017.2710881"/>
n Systems" /> <refcontent>IEEE Transactions on Intelligent Transportation Systems, V
</reference> olume 19, Issue 4, pp. 1038-1053</refcontent>
</reference>
<reference anchor="SANA"> <reference anchor="SANA">
<front> <front>
<title>SANA: Safety-Aware Navigation Application for Pedestrian Prot ection in Vehicular Networks</title> <title>SANA: Safety-Aware Navigation Application for Pedestrian Prot ection in Vehicular Networks</title>
<author initials="T." surname="Hwang" /> <author initials="T." surname="Hwang"/>
<author initials="J." surname="Jeong" /> <author initials="J." surname="Jeong"/>
<date month="December" year="2015" /> <date month="December" year="2015"/>
</front> </front>
<seriesInfo name="Springer" value="Lecture Notes in Computer Science (LN <seriesInfo name="DOI" value="10.1007/978-3-319-27293-1_12"/>
CS), Vol. 9502" /> <refcontent>Lecture Notes in Computer Science book series (LNISA, Volu
</reference> me 9502)</refcontent>
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<reference anchor="CASD"> <reference anchor="CASD">
<front> <front>
<title>CASD: A Framework of Context-Awareness Safety Driving in Vehi cular Networks</title> <title>CASD: A Framework of Context-Awareness Safety Driving in Vehi cular Networks</title>
<author initials="Y." surname="Shen" /> <author initials="Y." surname="Shen"/>
<author initials="J." surname="Jeong" /> <author initials="J." surname="Jeong"/>
<author initials="T." surname="Oh" /> <author initials="T." surname="Oh"/>
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<date month="March" year="2016" /> <date month="March" year="2016"/>
</front> </front>
<seriesInfo name="International Workshop" value="on Device Centric Cloud <seriesInfo name="DOI" value="10.1109/WAINA.2016.74"/>
(DC2)" /> <refcontent>30th International Conference on Advanced Information
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<reference anchor="CA-Cruise-Control"> <reference anchor="CNP">
<front> <front>
<title>Context-Aware Navigation Protocol for Safe Driving in Vehicul
ar Cyber-Physical Systems</title>
<author initials="B." surname="Mugabarigira"/>
<author initials="Y." surname="Shen"/>
<author initials="J." surname="Jeong"/>
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<refcontent>IEEE Transactions on Intelligent Transportation Systems, V
olume 24, Issue 1, pp. 128-138</refcontent>
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research/connected-and-automated-vehicles/cooperative-adaptive-cruise-control">
<front>
<title>Cooperative Adaptive Cruise Control</title> <title>Cooperative Adaptive Cruise Control</title>
<author initials="" surname="California Partners for Advanced Transp <author>
ortation Technology (PATH)" /> <organization>California Partners for Advanced Transportation Techn
<date month="" year="2022" /> ology (PATH)</organization>
</front> </author>
<seriesInfo name="Available:" value="https://path.berkeley.edu/research/ </front>
connected-and-automated-vehicles/cooperative-adaptive-cruise-control" /> </reference>
</reference>
<reference anchor="Truck-Platooning"> <reference anchor="Truck-Platooning" target="https://path.berkeley.edu/r
<front> esearch/connected-and-automated-vehicles/truck-platooning">
<title>Automated Truck Platooning</title> <front>
<author initials="" surname="California Partners for Advanced Transp <title>Truck Platooning</title>
ortation Technology (PATH)" /> <author>
<date month="" year="2022" /> <organization>California Partners for Advanced Transportation Techn
</front> ology (PATH)</organization>
<seriesInfo name="Available:" value="https://path.berkeley.edu/research/ </author>
connected-and-automated-vehicles/truck-platooning" /> </front>
</reference> </reference>
<reference anchor="FirstNet"> <reference anchor="FirstNet" target="https://www.firstnet.gov/">
<front> <front>
<title>First Responder Network Authority (FirstNet)</title> <title>First Responder Network Authority | FirstNet</title>
<author initials="" surname="U.S. National Telecommunications and In <author>
formation Administration (NTIA)" /> <organization>FirstNet Authority</organization>
<date month="" year="2022" /> </author>
</front> </front>
<seriesInfo name="Available:" value="https://www.firstnet.gov/" /> </reference>
</reference>
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<!-- <!--
START: Appendices START: Appendices
--> -->
<section anchor="appendix:Support-of-Multiple-Radio-Technologies-for-V2V" <section anchor="appendix_Support-of-Multiple-Radio-Technologies-for-V2V" number
title="Support of Multiple Radio Technologies for V2V"> ed="true" toc="default">
<t> <name>Support of Multiple Radio Technologies for V2V</name>
Vehicular networks may consist of multiple radio technologies such as <t>
DSRC and 5G V2X. Although a Layer-2 solution can provide support for Vehicular networks may consist of multiple radio technologies, such as
DSRC and 5G V2X (or LTE V2X). Although a Layer 2 solution can provide suppo
rt for
multihop communications in vehicular networks, the scalability issue multihop communications in vehicular networks, the scalability issue
related to multihop forwarding still remains when vehicles need to related to multihop forwarding still remains when vehicles need to
disseminate or forward packets toward multihop-away destinations. In disseminate or forward packets toward destinations that are multiple hops aw
addition, the IPv6-based approach for V2V as a network layer protocol can ay. In
addition, the IPv6-based approach for V2V as a network-layer protocol can
accommodate multiple radio technologies as MAC protocols, such as DSRC and accommodate multiple radio technologies as MAC protocols, such as DSRC and
5G V2X. Therefore, the existing IPv6 protocol can be augmented through the 5G V2X (or LTE V2X). Therefore, the existing IPv6 protocol can be augmented through the
addition of a virtual interface (e.g., OMNI addition of a virtual interface (e.g., OMNI
<xref target="I-D.templin-6man-omni" /> <xref target="I-D.templin-intarea-omni" format="default"/>
and DLEP <xref target="RFC8175" />) and/or and DLEP <xref target="RFC8175" format="default"/>) and/or
protocol changes in order to support both wireless single-hop/multihop V2V protocol changes in order to support both wireless single-hop/multihop V2V
communications and multiple radio technologies in vehicular networks. communications and multiple radio technologies in vehicular networks.
In such a way, vehicles can communicate with each other by V2V In such a way, vehicles can communicate with each other by V2V
communications to share either an emergency situation or road hazard communications to share either an emergency situation or road hazard
information in a highway having multiple kinds of radio technologies. information on a highway having multiple radio technologies.
</t> </t>
</section> </section>
<section anchor="appendix_Support-of-Multihop-V2X" numbered="true" toc="defa
<section anchor="appendix:Support-of-Multihop-V2X" ult">
title="Support of Multihop V2X Networking"> <name>Support of Multihop V2X Networking</name>
<t> <t>
The multihop V2X networking can be supported by The multihop V2X networking can be supported by
RPL (IPv6 Routing Protocol for Low-Power and Lossy Networks) RPL (IPv6 Routing Protocol for Low-Power and Lossy Networks)
<xref target="RFC6550" /> and Overlay Multilink Network <xref target="RFC6550" format="default"/> and Overlay Multilink Network
Interface (OMNI) <xref target="I-D.templin-6man-omni" /> with Interface <xref target="I-D.templin-intarea-omni" format="default"/> with
AERO <xref target="I-D.templin-6man-aero" /> . AERO <xref target="I-D.templin-intarea-aero" format="default"/>.
</t> </t>
<t>
<t> RPL defines an IPv6 routing protocol for Low-Power and Lossy
RPL defines an IPv6 routing protocol for low-power and lossy Networks (LLNs) as being mostly designed for home automation routing,
networks (LLN), mostly designed for home automation routing,
building automation routing, industrial routing, and urban building automation routing, industrial routing, and urban
LLN routing. It uses a Destination-Oriented Directed Acyclic LLN routing. It uses a Destination-Oriented Directed Acyclic
Graph (DODAG) to construct routing paths for hosts Graph (DODAG) to construct routing paths for hosts
(e.g., IoT devices) in a network. The DODAG uses an objective (e.g., IoT devices) in a network. The DODAG uses an Objective
function (OF) for route selection and optimization within the Function (OF) for route selection and optimization within the
network. A user can use different routing metrics to define an OF network. A user can use different routing metrics to define an OF
for a specific scenario. RPL supports multipoint-to-point, for a specific scenario. RPL supports multipoint-to-point,
point-to-multipoint, and point-to-point traffic, and the major point-to-multipoint, and point-to-point traffic; and the major
traffic flow is the multipoint-to-point traffic. For example, in traffic flow is the multipoint-to-point traffic. For example, in
a highway scenario, a vehicle may not access an IP-RSU directly a highway scenario, a vehicle may not access an IP-RSU directly
because of the distance of the DSRC coverage (up to 1 km). In because of the distance of the DSRC coverage (up to 1 km). In
this case, the RPL can be extended to support a multihop V2I this case, the RPL can be extended to support a multihop V2I
since a vehicle can take advantage of other vehicles as relay since a vehicle can take advantage of other vehicles as relay
nodes to reach the IP-RSU. Also, RPL can be extended to support both nodes to reach the IP-RSU. Also, RPL can be extended to support both
multihop V2V and V2X in the similar way. multihop V2V and V2X in the similar way.
</t> </t>
<t>
<t>
RPL is primarily designed to minimize the control plane activity, RPL is primarily designed to minimize the control plane activity,
which is the relative amount of routing protocol exchanges versus data which is the relative amount of routing protocol exchanges versus data
traffic; this approach is beneficial for situations where the power traffic; this approach is beneficial for situations where the power
and bandwidth are scarce (e.g., an IoT LLN where RPL is typically and bandwidth are scarce (e.g., an IoT LLN where RPL is typically
used today), but also in situations of high relative mobility between used today), but also in situations of high relative mobility between
the nodes in the network (also known as swarming, e.g., within a variable se t of the nodes in the network (also known as swarming, e.g., within a variable se t of
vehicles with a similar global motion, or a variable set of drones flying vehicles with a similar global motion, or a variable set of drones flying
toward the same direction). toward the same direction).
</t> </t>
<t>
<t>
To reduce the routing exchanges, RPL leverages a Distance Vector (DV) To reduce the routing exchanges, RPL leverages a Distance Vector (DV)
approach, which does not need a global knowledge of the topology, approach, which does not need a global knowledge of the topology,
and only optimizes the routes to and from the root, allowing and only optimizes the routes to and from the root, allowing
Peer-to-Peer (P2P) paths to be stretched. Although RPL installs its peer-to-peer (P2P) paths to be stretched. Although RPL installs its
routes proactively, it only maintains them lazily, that is, in routes proactively, it only maintains them lazily, that is, in
reaction to actual traffic, or as a slow background activity. reaction to actual traffic or as a slow background activity.
Additionally, RPL leverages the concept of an objective function Additionally, RPL leverages the concept of an OF,
(called OF), which allows adapting the activity of the routing which allows adapting the activity of the routing
protocol to use cases, e.g., type, speed, and quality of the protocol to use cases, e.g., type, speed, and quality of the
radios. RPL does not need converge, and provides connectivity to radios. RPL does not need to converge and provides connectivity to
most nodes most of the time. The default route toward the root is most nodes most of the time. The default route toward the root is
maintained aggressively and may change while a packet progresses maintained aggressively and may change while a packet progresses
without causing loops, so the packet will still reach the root. without causing loops, so the packet will still reach the root.
There are two modes for routing in RPL such as non-storing mode
There are two modes for routing in RPL: non-storing mode
and storing mode. In non-storing mode, a node inside the and storing mode. In non-storing mode, a node inside the
mesh/swarm that changes its point(s) of attachment to the graph mesh or swarm that changes its point(s) of attachment to the graph
informs the root with a single unicast packet flowing along the informs the root with a single unicast packet flowing along the
default route, and the connectivity is restored immediately; this default route, and the connectivity is restored immediately; this
mode is preferable for use cases where Internet connectivity is mode is preferable for use cases where Internet connectivity is
dominant. On the other hand, in storing mode, the routing stretch dominant. On the other hand, in storing mode, the routing stretch
is reduced, for a better P2P connectivity, while the Internet is reduced for better P2P connectivity, and the Internet
connectivity is restored more slowly, during the time for the DV connectivity is restored more slowly during the time for the DV
operation to operate hop-by-hop. While an RPL topology can operation to operate hop-by-hop. While an RPL topology can
quickly scale up and down and fits the needs of mobility of quickly scale up and down and fit the needs of mobility of
vehicles, the total performance of the system will also depend on vehicles, the total performance of the system will also depend on
how quickly a node can form an address, join the mesh (including how quickly a node can form an address, join the mesh (including
Authentication, Authorization, and Accounting (AAA)), and manage Authentication, Authorization, and Accounting (AAA)), and manage
its global mobility to become reachable from another node outside its global mobility to become reachable from another node outside
the mesh. the mesh.
</t> </t>
<t>
<t>
OMNI defines a protocol for the transmission of IPv6 packets over OMNI defines a protocol for the transmission of IPv6 packets over
Overlay Multilink Network Interfaces that are virtual interfaces Overlay Multilink Network Interfaces that are virtual interfaces
governing multiple physical network interfaces. governing multiple physical network interfaces.
OMNI supports multihop V2V communication between vehicles OMNI supports multihop V2V communication between vehicles
in multiple forwarding hops via intermediate vehicles with OMNI links. in multiple forwarding hops via intermediate vehicles with OMNI links.
It also supports multihop V2I communication between a vehicle and an It also supports multihop V2I communication between a vehicle and an
infrastructure access point by multihop V2V communication. infrastructure access point by multihop V2V communication.
The OMNI interface supports an NBMA link model where multihop V2V and The OMNI interface supports an NBMA link model where multihop V2V and
V2I communications use each mobile node's ULAs without need for any DAD V2I communications use each mobile node's ULAs without need for any DAD
or MLD Messaging. or MLD messaging.
</t> </t>
<t>
<t> In the OMNI protocol, an OMNI virtual interface can have a ULA
In OMNI protocol, an OMNI virtual interface can have a ULA <xref target="RFC4193" format="default"/> indeed, but wireless physical
<xref target="RFC4193"/> indeed, but wireless physical interfaces interfaces associated with the OMNI virtual interface can use any prefixes.
associated with the OMNI virtual interface are using any prefix.
The ULA supports both V2V and V2I multihop forwarding within the The ULA supports both V2V and V2I multihop forwarding within the
vehicular network (e.g., via a VANET routing protocol) while each vehicular network (e.g., via a VANET routing protocol) while each
vehicle can communicate with Internet correspondents using global vehicle can communicate with Internet correspondents using
IPv6 addresses via OMNI interface encapsulation over the wireless IPv6 global addresses via OMNI interface encapsulation over the wireless
interface. interface.
</t> </t>
<t>
<t>
For the control traffic overhead for running both vehicular ND and a VANET For the control traffic overhead for running both vehicular ND and a VANET
routing protocol, the AERO/OMNI approach may avoid this issue by using routing protocol, the AERO/OMNI approach may avoid this issue by using
MANET routing protocols only (i.e., no multicast of IPv6 ND messaging) in MANET routing protocols only (i.e., no multicast of IPv6 ND messaging) in
the wireless underlay network while applying efficient unicast IPv6 ND the wireless underlay network while applying efficient unicast IPv6 ND
messaging in the OMNI overlay on an as-needed basis for router discovery messaging in the OMNI overlay on an as-needed basis for router discovery
and NUD. This greatly reduces the overhead for VANET-wide multicasting and NUD. This greatly reduces the overhead for VANET-wide multicasting
while providing agile accommodation for dynamic topology changes. while providing agile accommodation for dynamic topology changes.
</t> </t>
</section> </section>
<section anchor="appendix_Support-of-Mobility-Management" numbered="true" to
<section anchor="appendix:Support-of-Mobility-Management" c="default">
title="Support of Mobility Management for V2I"> <name>Support of Mobility Management for V2I</name>
<t> <t>
The seamless application communication between two vehicles or The seamless application communication between two vehicles or
between a vehicle between a vehicle
and an infrastructure node requires mobility management and an infrastructure node requires mobility management
in vehicular networks. in vehicular networks.
The mobility management schemes include a host-based mobility scheme, The mobility management schemes include a host-based mobility scheme,
network-based mobility scheme, and software-defined networking scheme. network-based mobility scheme, and software-defined networking scheme.
</t> </t>
<t>
<t> In the host-based mobility scheme (e.g., MIPv6), an IP-RSU plays the role
In the host-based mobility scheme (e.g., MIPv6), an IP-RSU plays a role
of a home agent. On the other hand, in the network-based mobility scheme of a home agent. On the other hand, in the network-based mobility scheme
(e.g., PMIPv6, an MA plays a role of a mobility management controller (e.g., PMIPv6), an MA plays the role of a mobility management controller,
such as a Local Mobility Anchor (LMA) in PMIPv6, which also serves such as a Local Mobility Anchor (LMA) in PMIPv6, which also serves
vehicles as a home agent, and an IP-RSU plays a role of an access router vehicles as a home agent, and an IP-RSU plays the role of an access router,
such as a Mobile Access Gateway (MAG) in PMIPv6 <xref target="RFC5213" />. such as a Mobile Access Gateway (MAG) in PMIPv6 <xref target="RFC5213" forma
The host-based mobility scheme needs client functionality in t="default"/>.
The host-based mobility scheme needs client functionality in the
IPv6 stack of a vehicle as a mobile node for mobility signaling IPv6 stack of a vehicle as a mobile node for mobility signaling
message exchange between the vehicle and home agent. message exchange between the vehicle and home agent.
On the other hand, the network-based mobility scheme does not On the other hand, the network-based mobility scheme does not
need such a client functionality for a vehicle because the network need such client functionality of a vehicle because the network
infrastructure node (e.g., MAG in PMIPv6) as a proxy mobility agent infrastructure node (e.g., MAG in PMIPv6) as a proxy mobility agent
handles the mobility signaling message exchange with the home agent handles the mobility signaling message exchange with the home agent
(e.g., LMA in PMIPv6) for the sake of the vehicle. (e.g., LMA in PMIPv6) for the sake of the vehicle.
</t> </t>
<t>
<t>
There are a scalability issue and a route optimization issue in the There are a scalability issue and a route optimization issue in the
network-based mobility scheme (e.g., PMIPv6) when an MA covers a network-based mobility scheme (e.g., PMIPv6) when an MA covers a
large vehicular network governing many IP-RSUs. In this case, a large vehicular network governing many IP-RSUs. In this case, a
distributed mobility scheme (e.g., DMM <xref target="RFC7429" />) distributed mobility scheme (e.g., DMM <xref target="RFC7429" format="defaul t"/>)
can mitigate the scalability issue by distributing multiple MAs in can mitigate the scalability issue by distributing multiple MAs in
the vehicular network such that they are positioned closer to the vehicular network such that they are positioned closer to
vehicles for route optimization and bottleneck mitigation in a vehicles for route optimization and bottleneck mitigation in a
central MA in the network-based mobility scheme. central MA in the network-based mobility scheme.
All these mobility approaches (i.e., a host-based mobility scheme, All these mobility approaches (i.e., a host-based mobility scheme,
network-based mobility scheme, and distributed mobility scheme) and network-based mobility scheme, and distributed mobility scheme) and
a hybrid approach of a combination of them need to provide an a hybrid approach of a combination of them need to provide an
efficient mobility service to vehicles moving fast and moving along efficient mobility service to vehicles moving fast and moving along
with the relatively predictable trajectories along the roadways. with relatively predictable trajectories along the roadways.
</t> </t>
<t>
<t>
In vehicular networks, the control plane can be separated from In vehicular networks, the control plane can be separated from
the data plane for efficient mobility management and data forwarding the data plane for efficient mobility management and data forwarding
by using the concept of Software-Defined Networking (SDN) by using the concept of Software-Defined Networking (SDN)
<xref target="RFC7149" /><xref target="I-D.ietf-dmm-fpc-cpdp" />. <xref target="RFC7149" format="default"/> <xref target="I-D.ietf-dmm-fpc-cpd
Note that Forwarding Policy Configuration (FPC) in <xref target="I-D.ietf-dm p" format="default"/>.
m-fpc-cpdp" />, Note that Forwarding Policy Configuration (FPC) in <xref target="I-D.ietf-dm
which is a flexible mobility management system, can manage the m-fpc-cpdp" format="default"/>,
separation of data-plane and control-plane in DMM. which is a flexible mobility management system, can manage the
In SDN, the control plane and data plane are separated for the separation of data plane and control plane in DMM.
In SDN, the control plane and data plane are separated for the
efficient management of forwarding elements (e.g., switches and efficient management of forwarding elements (e.g., switches and
routers) where an SDN controller configures the forwarding elements routers) where an SDN controller configures the forwarding elements
in a centralized way and they perform packet forwarding according to in a centralized way, and they perform packet forwarding according to
their forwarding tables that are configured by the SDN controller. their forwarding tables that are configured by the SDN controller.
An MA as an SDN controller needs to efficiently configure and An MA as an SDN controller needs to efficiently configure and
monitor its IP-RSUs and vehicles for mobility management, monitor its IP-RSUs and vehicles for mobility management and security servic
location management, and security services. es.
</t> </t>
</section> </section>
<section anchor="appendix_Support-of-MTU-Diversity" numbered="true" toc="def
<section anchor="appendix:Support-of-MTU-Diversity" ault">
title="Support of MTU Diversity for IP-based Vehicular Networks"> <name>Support of MTU Diversity for IP-Based Vehicular Networks</name>
<t> <t>
The wireless and/or wired-line links in paths between both mobile The wireless and/or wired-line links in paths between both mobile
nodes and fixed network correspondents may configure a variety of nodes and fixed network correspondents may configure a variety of
Maximum Transmission Units (MTUs), where all IPv6 links are required Maximum Transmission Units (MTUs), where all IPv6 links are required
to support a minimum MTU of 1280 octets and may support larger MTUs. to support a minimum MTU of 1280 octets and may support larger MTUs.
Unfortunately, determining the path MTU (i.e., the minimum link MTU Unfortunately, determining the path MTU (i.e., the minimum link MTU
in the path) has proven to be inefficient and unreliable due to the in the path) has proven to be inefficient and unreliable due to the
uncertain nature of the loss-oriented ICMPv6 messaging service used uncertain nature of the loss-oriented ICMPv6 messaging service used
for path MTU discovery. Recent developments have produced a more for path MTU discovery. Recent developments have produced a more
reliable path MTU determination service for TCP <xref target="RFC4821" /> reliable path MTU determination service for TCP <xref target="RFC4821" forma
and UDP <xref target="RFC8899" /> however the MTUs discovered are t="default"/>
and UDP <xref target="RFC8899" format="default"/>; however, the MTUs discove
red are
always limited by the most always limited by the most
restrictive link MTU in the path (often 1500 octets or smaller). restrictive link MTU in the path (often 1500 octets or smaller).
</t> </t>
<t> <t>
The AERO/OMNI service addresses the MTU issue by introducing a new The AERO/OMNI service addresses the MTU issue by introducing a new
layer in the Internet architecture known as the "OMNI Adaptation Layer layer in the Internet architecture known as the "OMNI Adaptation Layer
(OAL)". The OAL allows end systems that configure an OMNI interface (OAL)". The OAL allows end systems that configure an OMNI interface
to utilize a full 65535 octet MTU by leveraging the IPv6 fragmentation to utilize a full 65535-octet MTU by leveraging the IPv6 fragmentation
and reassembly service during encapsulation to produce fragment sizes and reassembly service during encapsulation to produce fragment sizes
that are assured of traversing the path without loss due to a that are assured of traversing the path without loss due to a
size restriction. (This allows end systems to send packets that are size restriction. Thus, this allows end systems to send packets that are
often much larger than the actual path MTU.) often much larger than the actual path MTU.
</t> </t>
<t> <t>
Performance studies over the course of many decades have proven that Performance studies over the course of many decades have proven that
applications will see greater performance by sending smaller numbers applications will see greater performance by sending smaller numbers
of large packets (as opposed to larger numbers of small packets) even of large packets (as opposed to larger numbers of small packets) even
if fragmentation is needed. The OAL further supports even larger packet if fragmentation is needed. The OAL further supports even larger packet
sizes through the IP Parcels construct sizes through the IP Parcels construct
<xref target="I-D.templin-intarea-parcels" /> <xref target="I-D.templin-intarea-parcels" format="default"/>,
which provides "packets-in-packet" encapsulation for a total size up which provides "packets-in-packet" encapsulation for a total size up
to 4MB. Together, the OAL and IP Parcels will provide a revolutionary to 4 MB. Together, the OAL and IP Parcels will provide a revolutionary
new capability for greater efficiency in both mobile and fixed networks. new capability for greater efficiency in both mobile and fixed networks.
On the other hand, due to the high dynamics of vehicular networks, On the other hand, due to the highly dynamic nature of vehicular networks,
a high packet loss may not be able to be avoided. The high packet a high packet loss may not be able to be avoided. The high packet
loss on IP parcels can simultaneously cause multiple TCP sessions loss on IP Parcels can simultaneously cause multiple TCP sessions
to experience packet re-transmissions, session time-out, or to experience packet retransmissions, session time-out, or
re-establishment of the sessions. Other protocols such as MPTCP and re-establishment of the sessions. Other protocols, such as MPTCP and
QUIC may also experience the similar issue. A mechanism for QUIC, may also experience similar issues. A mechanism for
mitigating this issue in OAL and IP Parcels should be considered. mitigating this issue in OAL and IP Parcels should be considered.
</t> </t>
</section> </section>
<!--
<!--
END: Appendices END: Appendices
--> -->
<section title="Acknowledgments"> <section numbered="false" toc="default">
<t> <name>Acknowledgments</name>
This work was supported by Institute of Information &amp; <t>
Communications Technology Planning &amp; Evaluation (IITP) grant funded by This work was supported by a grant from the Institute of Information &amp;
the Korea MSIT (Ministry of Science and ICT) (R-20160222-002755, Cloud based Communications Technology Planning &amp; Evaluation (IITP) funded by
the Korea MSIT (Ministry of Science and ICT) (R-20160222-002755, Cloud-based
Security Intelligence Technology Development for the Customized Security Intelligence Technology Development for the Customized
Security Service Provisioning). Security Service Provisioning).
</t> </t>
<t>
<t>
This work was supported in part by the MSIT, Korea, under the ITRC This work was supported in part by the MSIT, Korea, under the ITRC
(Information Technology Research Center) support program (Information Technology Research Center) support program
(IITP-2022-2017-0-01633) supervised by the IITP. (IITP-2022-2017-0-01633) supervised by the IITP.
</t> </t>
<t>
<t>
This work was supported in part by the IITP (2020-0-00395-003, Standard This work was supported in part by the IITP (2020-0-00395-003, Standard
Development of Blockchain based Network Management Automation Technology). Development of Blockchain-based Network Management Automation Technology).
</t> </t>
<t>
<t>
This work was supported in part by the French research project DataTweet This work was supported in part by the French research project DataTweet
(ANR-13-INFR-0008) and in part by the HIGHTS project funded by the (ANR-13-INFR-0008) and in part by the HIGHTS project funded by the
European Commission I (636537-H2020). European Commission I (636537-H2020).
</t> </t>
<t>
<t>
This work was supported in part by the Cisco University Research Program Fun d, This work was supported in part by the Cisco University Research Program Fun d,
Grant # 2019-199458 (3696), and by ANID Chile Basal Project FB0008. Grant # 2019-199458 (3696), and by ANID Chile Basal Project FB0008.
</t> </t>
</section> </section>
<section anchor="section_Contributors" numbered="false" toc="default">
<section anchor="section:Contributors" title="Contributors">
<t>
This document is a group work of IPWAVE working group, greatly benefiting
from inputs and texts by Rex Buddenberg (Naval Postgraduate School),
Thierry Ernst (YoGoKo), Bokor Laszlo (Budapest University of Technology
and Economics), Jose Santa Lozanoi (Universidad of Murcia), Richard Roy (MIT
),
Francois Simon (Pilot), Sri Gundavelli (Cisco), Erik Nordmark, Dirk von Hugo
(Deutsche Telekom), Pascal Thubert (Cisco), Carlos Bernardos (UC3M),
Russ Housley (Vigil Security), Suresh Krishnan (Kaloom), Nancy Cam-Winget
(Cisco), Fred L. Templin (The Boeing Company), Jung-Soo Park (ETRI), Zeungil
(Ben) Kim (Hyundai Motors), Kyoungjae Sun (Soongsil University), Zhiwei Yan
(CNNIC), YongJoon Joe (LSware), Peter E. Yee (Akayla), and Erik Kline.
The authors sincerely appreciate their contributions.
</t>
<t>
The following are co-authors of this document:
</t>
<t>
Nabil Benamar -
</t>
<t>
Department of Computer Sciences,
High School of Technology of Meknes,
Moulay Ismail University,
Morocco,
Phone: +212 6 70 83 22 36,
Email: benamar73@gmail.com
</t>
<t>
Sandra Cespedes -
</t>
<t>
NIC Chile Research Labs,
Universidad de Chile,
Av. Blanco Encalada 1975,
Santiago,
Chile,
Phone: +56 2 29784093,
Email: scespede@niclabs.cl
</t>
<t>
Jerome Haerri -
</t>
<t>
Communication Systems Department,
EURECOM,
Sophia-Antipolis,
France,
Phone: +33 4 93 00 81 34,
Email: jerome.haerri@eurecom.fr
</t>
<t> <name>Contributors</name>
Dapeng Liu - <t>
</t> This document is a group work of the IPWAVE working group, greatly benefitin
<t> g
Alibaba, from inputs and texts by <contact fullname="Rex Buddenberg"/> (Naval
Beijing, Beijing 100022, Postgraduate School), <contact fullname="Thierry Ernst"/> (YoGoKo),
China, <contact fullname="Bokor Laszlo"/> (Budapest University of Technology and
Economics), <contact fullname="Jose Santa Lozanoi"/> (Universidad of
Murcia), <contact fullname="Richard Roy"/> (MIT), <contact
fullname="Francois Simon"/> (Pilot), <contact fullname="Sri Gundavelli"/>
(Cisco), <contact fullname="Erik Nordmark"/> (Zededa), <contact fullname="Di
rk von
Hugo"/> (Deutsche Telekom), <contact fullname="Pascal Thubert"/> (Cisco),
<contact fullname="Carlos Bernardos"/> (UC3M), <contact fullname="Russ
Housley"/> (Vigil Security), <contact fullname="Suresh Krishnan"/>
(Cisco), <contact fullname="Nancy Cam-Winget"/> (Cisco), <contact
fullname="Fred L. Templin"/> (The Boeing Company), <contact
fullname="Jung-Soo Park"/> (ETRI), <contact fullname="Zeungil (Ben) Kim"/>
(Hyundai Motors), <contact fullname="Kyoungjae Sun"/> (Soongsil
University), <contact fullname="Zhiwei Yan"/> (CNNIC), <contact
fullname="YongJoon Joe"/> (LSware), <contact fullname="Peter E. Yee"/>
(Akayla), and <contact fullname="Erik Kline"/> (Aalyria). The authors since
rely
appreciate their contributions.
</t>
<t>
The following are coauthors of this document:
</t>
Phone: +86 13911788933, <contact fullname="Nabil Benamar">
Email: max.ldp@alibaba-inc.com <organization>Department of Computer Sciences,</organization>
</t> <address>
<postal>
<extaddr>High School of Technology of Meknes</extaddr>
<extaddr>Moulay Ismail University</extaddr>
<country>Morocco</country>
</postal>
<phone>+212 6 70 83 22 36</phone>
<email>benamar73@gmail.com</email>
</address>
</contact>
<t> <contact fullname="Sandra Cespedes">
Tae (Tom) Oh - <organization>NIC Chile Research Labs</organization>
</t> <address>
<t> <postal>
Department of Information Sciences and Technologies, <extaddr>Universidad de Chile</extaddr>
Rochester Institute of Technology, <street>Av. Blanco Encalada 1975</street>
One Lomb Memorial Drive, <city>Santiago</city>
Rochester, NY 14623-5603, <country>Chile</country>
USA, </postal>
<phone>+56 2 29784093</phone>
<email>scespede@niclabs.cl</email>
</address>
</contact>
Phone: +1 585 475 7642, <contact fullname="Jérôme Härri">
Email: Tom.Oh@rit.edu <organization> Communication Systems Department</organization>
</t> <address>
<postal>
<extaddr>EURECOM</extaddr>
<city>Sophia-Antipolis</city>
<country>France</country>
</postal>
<phone>+33 4 93 00 81 34</phone>
<email>jerome.haerri@eurecom.fr</email>
</address>
</contact>
<t> <contact fullname="Dapeng Liu">
Charles E. Perkins - <organization>Alibaba</organization>
</t> <address>
<t> <postal>
Futurewei Inc., <city>Beijing</city>
2330 Central Expressway, <code>100022</code>
Santa Clara, CA 95050, <country>China</country>
USA, </postal>
<phone>+86 13911788933</phone>
<email>max.ldp@alibaba-inc.com</email>
</address>
</contact>
Phone: +1 408 330 4586, <contact fullname="Tae (Tom) Oh">
Email: charliep@computer.org <organization>Department of Information Sciences and Technologies</organizatio
</t> n>
<address>
<postal>
<extaddr>Rochester Institute of Technology</extaddr>
<street>One Lomb Memorial Drive</street>
<city>Rochester</city>
<region>NY</region><code>14623-5603</code>
<country>United States of America</country>
</postal>
<phone>+1 585 475 7642</phone>
<email>Tom.Oh@rit.edu</email>
</address>
</contact>
<t> <contact fullname="Charles E. Perkins">
Alexandre Petrescu - <organization>Futurewei Inc.</organization>
</t> <address>
<t> <postal>
CEA, LIST, <street>2330 Central Expressway,</street>
CEA Saclay, <city>Santa Clara</city>
Gif-sur-Yvette, Île-de-France 91190, <region>CA</region><code>95050</code>
France, <country>United States of America</country>
</postal>
Phone: +33169089223, <phone>+1 408 330 4586,</phone>
Email: Alexandre.Petrescu@cea.fr <email>charliep@computer.org</email>
</t> </address>
</contact>
<t> <contact fullname="Alexandre Petrescu">
Yiwen Chris Shen - <organization>CEA, LIST, CEA Saclay
</t> </organization>
<t> <address>
Department of Computer Science &amp; Engineering, <postal>
Sungkyunkwan University, <city>Gif-sur-Yvette</city>
2066 Seobu-Ro, Jangan-Gu, <code>91190</code>
Suwon, Gyeonggi-Do 16419, <country>France</country>
Republic of Korea, </postal>
<phone>+33169089223</phone>
<email>Alexandre.Petrescu@cea.fr</email>
</address>
</contact>
Phone: +82 31 299 4106, <contact fullname="Yiwen Chris Shen">
Fax: +82 31 290 7996, <organization>Department of Computer Science &amp; Engineering</organiza
Email: chrisshen@skku.edu, tion>
URI: https://chrisshen.github.io <address>
</t> <postal>
<extaddr>Sungkyunkwan University</extaddr>
<street>2066 Seobu-Ro, Jangan-Gu</street>
<city>Suwon</city>
<region>Gyeonggi-Do</region> <code>16419</code>
<country>Republic of Korea</country>
</postal>
<phone>+82 31 299 4106</phone>
<email>chrisshen@skku.edu</email>
<uri>https://chrisshen.github.io</uri>
</address>
</contact>
<t> <contact fullname="Michelle Wetterwald">
Michelle Wetterwald - <organization>FBConsulting</organization>
</t> <address>
<t> <postal>
FBConsulting, <street>21, Route de Luxembourg,</street>
21, Route de Luxembourg, <city>Wasserbillig,</city><code>L-6633,</code>
Wasserbillig, Luxembourg L-6633, <country>Luxembourg</country>
Luxembourg, </postal>
<email>Michelle.Wetterwald@gmail.com</email>
</address>
</contact>
Email: Michelle.Wetterwald@gmail.com
</t>
</section> </section>
</back> </back>
<!-- <vspace blankLines="100"/> -->
<!-- page break to put addresses onto one page-->
</rfc> </rfc>
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