rfc9365v1.txt   rfc9365.txt 
Internet Engineering Task Force (IETF) J. Jeong, Ed. Internet Engineering Task Force (IETF) J. Jeong, Ed.
Request for Comments: 9365 Sungkyunkwan University Request for Comments: 9365 Sungkyunkwan University
Category: Informational February 2023 Category: Informational March 2023
ISSN: 2070-1721 ISSN: 2070-1721
IPv6 Wireless Access in Vehicular Environments (IPWAVE): Problem IPv6 Wireless Access in Vehicular Environments (IPWAVE): Problem
Statement and Use Cases Statement and Use Cases
Abstract Abstract
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 IPv6-based vehicular networking for Intelligent Transportation
Systems (ITS). The main scenarios of vehicular communications are Systems (ITS). The main scenarios of vehicular communications are
vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), and vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), and
vehicle-to-everything (V2X) communications. First, this document vehicle-to-everything (V2X) communications. First, this document
explains use cases using V2V, V2I, and V2X networking. Next, for explains use cases using V2V, V2I, and V2X networking. Next, for
IPv6-based vehicular networks, it makes a gap analysis of current IPv6-based vehicular networks, it makes a gap analysis of current
IPv6 protocols (e.g., IPv6 Neighbor Discovery, Mobility Management, IPv6 protocols (e.g., IPv6 Neighbor Discovery, mobility management,
as well as security and privacy). as well as security and privacy).
Status of This Memo Status of This Memo
This document is not an Internet Standards Track specification; it is This document is not an Internet Standards Track specification; it is
published for informational purposes. published for informational purposes.
This document is a product of the Internet Engineering Task Force This document is a product of the Internet Engineering Task Force
(IETF). It represents the consensus of the IETF community. It has (IETF). It represents the consensus of the IETF community. It has
received public review and has been approved for publication by the received public review and has been approved for publication by the
skipping to change at line 133 skipping to change at line 133
3GPP has standardized Cellular Vehicle-to-Everything (C-V2X) 3GPP has standardized Cellular Vehicle-to-Everything (C-V2X)
communications to support V2X in LTE mobile networks (called LTE V2X) communications to support V2X in LTE mobile networks (called LTE V2X)
and V2X in 5G mobile networks (called 5G V2X) [TS-23.285-3GPP] and V2X in 5G mobile networks (called 5G V2X) [TS-23.285-3GPP]
[TR-22.886-3GPP] [TS-23.287-3GPP]. With C-V2X, vehicles can directly [TR-22.886-3GPP] [TS-23.287-3GPP]. With C-V2X, vehicles can directly
communicate with each other without relay nodes (e.g., eNodeB in LTE communicate with each other without relay nodes (e.g., eNodeB in LTE
and gNodeB in 5G). and gNodeB in 5G).
Along with these WAVE standards and C-V2X standards, regardless of a Along with these WAVE standards and C-V2X standards, regardless of a
wireless access technology under the IP stack of a vehicle, vehicular wireless access technology under the IP stack of a vehicle, vehicular
networks can operate IP mobility with IPv6 [RFC8200] and Mobile IPv6 networks can operate IP mobility with IPv6 [RFC8200], that is, Mobile
protocols, e.g., Mobile IPv6 (MIPv6) [RFC6275], Proxy Mobile IPv6 IPv6 protocols, e.g., Mobile IPv6 (MIPv6) [RFC6275], Proxy Mobile
(PMIPv6) [RFC5213], Distributed Mobility Management (DMM) [RFC7333], IPv6 (PMIPv6) [RFC5213], Distributed Mobility Management (DMM)
Network Mobility (NEMO) [RFC3963], and the Locator/ID Separation [RFC7333], Network Mobility (NEMO) [RFC3963], and the Locator/ID
Protocol (LISP) [RFC9300]. In addition, ISO has approved a standard Separation Protocol (LISP) [RFC9300]. In addition, ISO has approved
specifying the IPv6 network protocols and services to be used for a standard specifying the IPv6 network protocols and services to be
Communications Access for Land Mobiles (CALM) [ISO-ITS-IPv6] used for Communications Access for Land Mobiles (CALM) [ISO-ITS-IPv6]
[ISO-ITS-IPv6-AMD1]. [ISO-ITS-IPv6-AMD1].
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 IPv6-based vehicular networking for ITS, which is named IPv6 Wireless
Access in Vehicular Environments (IPWAVE). First, it introduces the Access in Vehicular Environments (IPWAVE). First, it introduces the
use cases for using V2V, V2I, and V2X networking in ITS. Next, for use cases for using V2V, V2I, and V2X networking in ITS. Next, for
IPv6-based vehicular networks, it makes a gap analysis of current IPv6-based vehicular networks, it makes a gap analysis of current
IPv6 protocols (e.g., IPv6 Neighbor Discovery, mobility management, IPv6 protocols (e.g., IPv6 Neighbor Discovery, mobility management,
as well as security and privacy) so that those protocols can be as well as security and privacy) so that those protocols can be
tailored to IPv6-based vehicular networking. Thus, this document is tailored to IPv6-based vehicular networking. Thus, this document is
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addition, the following terms are defined below: addition, the following terms are defined below:
Context-Awareness: A vehicle can be aware of spatial-temporal Context-Awareness: A vehicle can be aware of spatial-temporal
mobility information (e.g., position, speed, direction, and mobility information (e.g., position, speed, direction, and
acceleration/deceleration) of surrounding vehicles for both safety acceleration/deceleration) of surrounding vehicles for both safety
and non-safety uses through sensing or communication [CASD]. and non-safety uses through sensing or communication [CASD].
Distributed Mobility Management (DMM): See [RFC7333] [RFC7429]. Distributed Mobility Management (DMM): See [RFC7333] [RFC7429].
Edge Computing Device (ECD): This is a computing device (or server) Edge Computing Device (ECD): This is a computing device (or server)
at edge for vehicles and vulnerable road users. It co-locates at the edge of the network for vehicles and vulnerable road users.
with or connects to an IP-RSU, which has a powerful computing It co-locates with or connects to an IP Roadside Unit (IP-RSU),
capability for different kinds of computing tasks, such as image which has a powerful computing capability for different kinds of
processing and classification. computing tasks, such as image processing and classification.
Edge Network (EN): This is an access network that has an IP-RSU for Edge Network (EN): This is an access network that has an IP-RSU for
wireless communication with other vehicles having an IP-OBU and wireless communication with other vehicles having an IP On-Board
wired communication with other network devices (e.g., routers, IP- Unit (IP-OBU) and wired communication with other network devices
RSUs, ECDs, servers, and MA). It may have a Global Navigation (e.g., routers, IP-RSUs, ECDs, servers, and Mobility Anchors
Satellite System (GNSS), such as Global Positioning System (GPS), (MAs)). It may use a Global Navigation Satellite System (GNSS)
radio receiver for its position recognition and the localization such as Global Positioning System (GPS) with a GNSS receiver for
service for the sake of vehicles. its position recognition and the localization service for the sake
of vehicles.
Evolved Node B (eNodeB): This is a base station entity that supports
the Long Term Evolution (LTE) air interface.
Internet Protocol On-Board Unit (IP-OBU): An IP-OBU denotes a Internet Protocol On-Board Unit (IP-OBU): An IP-OBU denotes a
computer situated in a vehicle (e.g., car, bicycle, autobike, computer situated in a vehicle (e.g., car, bicycle, electric bike,
motorcycle, and a similar one), which has a basic processing motorcycle, or similar), which has a basic processing ability and
ability and can be driven by a low-power CPU (e.g., ARM). It has can be driven by a low-power CPU (e.g., ARM). It has at least one
at least one IP interface that runs in IEEE 802.11-OCB and has an IP interface that runs in IEEE 802.11-OCB and has an "OBU"
"OBU" transceiver. Also, it may have an IP interface that runs in transceiver. Also, it may have an IP interface that runs in
Cellular V2X (C-V2X) [TS-23.285-3GPP] [TR-22.886-3GPP] Cellular V2X (C-V2X) [TS-23.285-3GPP] [TR-22.886-3GPP]
[TS-23.287-3GPP]. It can play the role of a router connecting [TS-23.287-3GPP]. It can play the role of a router connecting
multiple computers (or in-vehicle devices) inside a vehicle. See multiple computers (or in-vehicle devices) inside a vehicle. See
the definition of the term "IP-OBU" in [RFC8691]. the definition of the term "IP-OBU" in [RFC8691].
IP Roadside Unit (IP-RSU): An IP-RSU is situated along the road. It IP Roadside Unit (IP-RSU): An IP-RSU is situated along the road. It
has at least two distinct IP-enabled interfaces. The wireless has at least two distinct IP-enabled interfaces. The wireless
PHY/MAC layer of at least one of its IP-enabled interfaces is 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 configured to operate in 802.11-OCB mode [IEEE-802.11-OCB]. An
with the IP-OBU over an 802.11 wireless link operating in OCB IP-RSU communicates with the IP-OBU over an 802.11 wireless link
mode. Also, it may have a third IP-enabled wireless interface operating in OCB mode. One of its IP-enabled interfaces is
running in 3GPP C-V2X in addition to the IP-RSU defined in connected to the wired network for wired communication with other
[RFC8691]. An IP-RSU is similar to an Access Network Router network devices (e.g., routers, IP-RSUs, ECDs, servers, and MAs).
(ANR), defined in [RFC3753], and a Wireless Termination Point Also, it may have another IP-enabled wireless interface running in
(WTP), defined in [RFC5415]. See the definition of the term "IP- 3GPP C-V2X in addition to the IP-RSU defined in [RFC8691]. An IP-
RSU" in [RFC8691]. RSU is similar to an Access Network Router (ANR), defined in
[RFC3753], and a Wireless Termination Point (WTP), defined in
[RFC5415]. See the definition of the term "IP-RSU" in [RFC8691].
Light Detection and Ranging (LiDAR): It is a scanning device to Light Detection and Ranging (LiDAR): This is a method for measuring
measure a distance to an object by emitting pulsed laser light and a distance to an object by emitting pulsed laser light and
measuring the reflected pulsed light. measuring the reflected pulsed light.
Mobility Anchor (MA): This is a node that maintains IPv6 addresses Mobility Anchor (MA): This is a node that maintains IPv6 addresses
and mobility information of vehicles in a road network to support and mobility information of vehicles in a road network to support
their IPv6 address autoconfiguration and mobility management with their IPv6 address autoconfiguration and mobility management with
a binding table. An MA has end-to-end (E2E) connections (e.g., a binding table. An MA has end-to-end (E2E) connections (e.g.,
tunnels) with IP-RSUs under its control for the address tunnels) with IP-RSUs under its control for the IPv6 address
autoconfiguration and mobility management of the vehicles. This autoconfiguration and mobility management of the vehicles. This
MA is similar to a Local Mobility Anchor (LMA) in PMIPv6 [RFC5213] MA is similar to a Local Mobility Anchor (LMA) in PMIPv6 [RFC5213]
for network-based mobility management. for network-based mobility management.
Next Generation Node B (gNodeB): This is a base station entity that
supports the 5G New Radio (NR) air interface.
Outside the Context of a BSS (OCB): This is a mode of operation in Outside the Context of a BSS (OCB): This is a mode of operation in
which a station (STA) is not a member of a Basic Service Set (BSS) which a station (STA) is not a member of a Basic Service Set (BSS)
and does not utilize IEEE Std 802.11 authentication, association, and does not utilize IEEE Std 802.11 authentication, association,
or data confidentiality [IEEE-802.11-OCB]. or data confidentiality [IEEE-802.11-OCB].
802.11-OCB: This refers to the mode specified in IEEE Std 802.11-OCB: This refers to the mode specified in IEEE Std
802.11-2016 [IEEE-802.11-OCB] when the MIB attribute 802.11-2016 [IEEE-802.11-OCB] when the MIB attribute
dot11OCBActivited is 'true'. dot11OCBActivated is 'true'.
Platooning: Moving vehicles can be grouped together to reduce air Platooning: Moving vehicles can be grouped together to reduce air
resistance for energy efficiency and reduce the number of drivers resistance for energy efficiency and reduce the number of drivers
such that only the lead vehicle has a driver, and the other such that only the lead vehicle has a driver, and the other
vehicles are autonomous vehicles without a driver and closely vehicles are autonomous vehicles without a driver and closely
follow the lead vehicle [Truck-Platooning]. follow the lead vehicle [Truck-Platooning].
Traffic Control Center (TCC): This is a system that manages road Traffic Control Center (TCC): This is a system that manages road
infrastructure nodes (e.g., IP-RSUs, MAs, traffic signals, and infrastructure nodes (e.g., IP-RSUs, MAs, traffic signals, and
loop detectors) and also maintains vehicular traffic statistics loop detectors) and also maintains vehicular traffic statistics
(e.g., average vehicle speed and vehicle inter-arrival time per (e.g., average vehicle speed and vehicle inter-arrival time per
road segment) and vehicle information (e.g., a vehicle's road segment) and vehicle information (e.g., a vehicle's
identifier, position, direction, speed, and trajectory as a identifier, position, direction, speed, and trajectory as a
navigation path). TCC is part of a vehicular cloud for vehicular navigation path). TCC is part of a Vehicular Cloud for vehicular
networks. networks.
Urban Air Mobility (UAM): This refers to using lower-altitude Urban Air Mobility (UAM): This refers to using lower-altitude
aircraft to transport passengers or cargo in urban and suburban aircraft to transport passengers or cargo in urban and suburban
areas. The carriers used for UAM can be manned or unmanned areas. The carriers used for UAM can be manned or unmanned
vehicles, which can include traditional helicopters, electrical vehicles, which can include helicopters, electric vertical take-
vertical-takeoff-and-landing aircraft (eVTOL), and unmanned aerial off and landing (eVTOL) aircraft, and unmanned aerial vehicles
vehicles (UAVs). (UAVs).
Vehicle: A Vehicle in this document is a node that has an IP-OBU for Vehicle: This is a node that has an IP-OBU for wireless
wireless communication with other vehicles and IP-RSUs. It has a communication with other vehicles and IP-RSUs. It has a GNSS
GNSS radio navigation receiver for efficient navigation. Any radio navigation receiver for efficient navigation. Any device
device having an IP-OBU and a GNSS receiver (e.g., smartphone and having an IP-OBU and a GNSS receiver (e.g., smartphone and tablet
tablet PC) can be regarded as a vehicle in this document. PC) can be regarded as a vehicle in this document.
Vehicular Ad Hoc Network (VANET): This is a network that consists of Vehicular Ad Hoc Network (VANET): This is a network that consists of
vehicles interconnected by wireless communication. Two vehicles vehicles interconnected by wireless communication. Two vehicles
in a VANET can communicate with each other using other vehicles as in a VANET can communicate with each other using other vehicles as
relays even where they are out of one-hop wireless communication relays even where they are out of one-hop wireless communication
range. range.
Vehicular Cloud: This is a cloud infrastructure for vehicular Vehicular Cloud: This is a cloud infrastructure for vehicular
networks, having compute nodes, storage nodes, and network networks, having compute nodes, storage nodes, and network
forwarding elements (e.g., switch and router). forwarding elements (e.g., switch and router).
Vehicle to Device (V2D): This is the wireless communication between Vehicle to Device (V2D): This is the wireless communication between
a vehicle and a device (e.g., smartphone and IoT (Internet of a vehicle and a device (e.g., smartphone and IoT (Internet of
Things) device). Things) device).
Vehicle to Pedestrian (VSP): This is the wireless communication Vehicle to Pedestrian (V2P): This is the wireless communication
between a vehicle and a pedestrian's device (e.g., smartphone and between a vehicle and a pedestrian's device (e.g., smartphone and
IoT device). IoT device).
Vehicle to Infrastructure to Vehicle (V2I2V): This is the wireless Vehicle to Infrastructure to Vehicle (V2I2V): This is the wireless
communication between a vehicle and another vehicle via an communication between a vehicle and another vehicle via an
infrastructure node (e.g., IP-RSU). infrastructure node (e.g., IP-RSU).
Vehicle to Infrastructure to Everything (V2I2X): This is the Vehicle to Infrastructure to Everything (V2I2X): This is the
wireless communication between a vehicle and another entity (e.g., wireless communication between a vehicle and another entity (e.g.,
vehicle, smartphone, and IoT device) via an infrastructure node vehicle, smartphone, and IoT device) via an infrastructure node
(e.g., IP-RSU). (e.g., IP-RSU).
Vehicle to Everything (V2X): This is the wireless communication Vehicle to Everything (V2X): This is the wireless communication
between a vehicle and any entity (e.g., vehicle, infrastructure between a vehicle and any entity (e.g., vehicle, infrastructure
node, smartphone, and IoT device), including V2V, V2I, and V2D. node, smartphone, and IoT device), including V2V, V2I, V2D, and
V2P.
Vehicular Mobility Management (VMM): This is IPv6-based mobility Vehicular Mobility Management (VMM): This is IPv6-based mobility
management for vehicular networks. management for vehicular networks.
Vehicular Neighbor Discovery (VND): This is an IPv6 ND (Neighbor Vehicular Neighbor Discovery (VND): This is an IPv6 ND (Neighbor
Discovery) extension for vehicular networks. Discovery) extension for vehicular networks.
Vehicular Security and Privacy (VSP): This is IPv6-based security Vehicular Security and Privacy (VSP): This is IPv6-based security
and privacy for vehicular networks. and privacy for vehicular networks.
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* Cooperative adaptive cruise control on a roadway * Cooperative adaptive cruise control on a roadway
* Platooning on a highway * Platooning on a highway
* Cooperative environment sensing * Cooperative environment sensing
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, railed be extended to other terrestrial vehicles, river/sea ships, railed
vehicles, or UAM end systems. vehicles, or UAM end systems.
Context-Aware Safety Driving (CASD) navigators [CASD] can help A Context-Aware Safety Driving (CASD) navigator [CASD] can help
drivers to drive safely by alerting them to dangerous obstacles and drivers to drive safely as a context-aware navigation service [CNP]
situations. That is, a CASD navigator displays obstacles or by alerting them to dangerous obstacles and situations. That is, a
neighboring vehicles relevant to possible collisions in real-time CASD navigator displays obstacles or neighboring vehicles relevant to
through V2V networking. CASD provides vehicles with a class-based possible collisions in real time through V2V networking. CASD
automatic safety action plan that considers three situations, namely, provides vehicles with a class-based automatic safety action plan
the Line-of-Sight unsafe, Non-Line-of-Sight unsafe, and safe that considers three situations, namely, the Line-of-Sight unsafe,
situations. This action plan can be put into action among multiple Non-Line-of-Sight unsafe, and safe situations. This action plan can
vehicles using V2V networking. be put into action among multiple vehicles using V2V networking.
A service for collision avoidance of in-air UAM end systems is one A service for collision avoidance of in-air UAM end systems is one
possible use case in air vehicular environments [UAM-ITS]. This use possible use case in air vehicular environments [UAM-ITS]. This use
case is similar to that of a context-aware navigator for terrestrial case is similar to that of a context-aware navigator for terrestrial
vehicles. Through V2V coordination, those UAM end systems (e.g., vehicles. Through V2V coordination, those UAM end systems (e.g.,
drones) can avoid a dangerous situation (e.g., collision) in three- drones) can avoid a dangerous situation (e.g., collision) in three-
dimensional space rather than two-dimensional space for terrestrial dimensional space rather than two-dimensional space for terrestrial
vehicles. Also, a UAM end system (e.g., flying car), when only a few vehicles. Also, a UAM end system (e.g., flying car), when only a few
meters off the ground, can communicate with terrestrial vehicles with hundred meters off the ground, can communicate with terrestrial
wireless communication technologies (e.g., DSRC, LTE, and C-V2X). vehicles with wireless communication technologies (e.g., DSRC, LTE,
Thus, V2V means any vehicle to any vehicle, whether the vehicles are and C-V2X). Thus, V2V means any vehicle to any vehicle, whether the
ground level or not. vehicles are ground level or not.
Cooperative Adaptive Cruise Control (CACC) [CA-Cruise-Control] helps Cooperative Adaptive Cruise Control (CACC) [CA-Cruise-Control] helps
individual vehicles to adapt their speed autonomously through V2V individual vehicles to adapt their speed autonomously through V2V
communication among vehicles according to the mobility of their communication among vehicles according to the mobility of their
predecessor and successor vehicles on an urban roadway or a highway. predecessor and successor vehicles on an urban roadway or a highway.
Thus, CACC can help adjacent vehicles to efficiently adjust their Thus, CACC can help adjacent vehicles to efficiently adjust their
speed in an interactive way through V2V networking in order to avoid speed in an interactive way through V2V networking in order to avoid
a collision. a collision.
Platooning [Truck-Platooning] allows a series (or group) of vehicles Platooning [Truck-Platooning] allows a series (or group) of vehicles
(e.g., trucks) to follow each other very closely. Trucks can use V2V (e.g., trucks) to follow each other very closely. Vehicles can use
communication in addition to forward sensors in order to maintain V2V communication in addition to forward sensors in order to maintain
constant clearance between two consecutive vehicles at very short constant clearance between two consecutive vehicles at very short
gaps (from 3 to 10 meters). Platooning can maximize the throughput gaps (from 3 to 10 meters). Platooning can maximize the throughput
of vehicular traffic on a highway and reduce the gas consumption of vehicular traffic on a highway and reduce the gas consumption
because the lead vehicle can help the following vehicles to because the lead vehicle can help the following vehicles experience
experience less air resistance. less air resistance.
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, share environmental information (e.g., air pollution, hazards,
obstacles, slippery areas by snow or rain, road accidents, traffic obstacles, slippery areas by snow or rain, road accidents, traffic
congestion, and driving behaviors of neighboring vehicles) from congestion, and driving behaviors of neighboring vehicles) from
various vehicle-mounted sensors, such as radars, LiDAR devices, and various vehicle-mounted sensors, such as radars, LiDAR systems, and
cameras, with other vehicles and pedestrians. [Automotive-Sensing] cameras, with other vehicles and pedestrians. [Automotive-Sensing]
introduces millimeter-wave vehicular communication for massive introduces millimeter-wave vehicular communication for massive
automotive sensing. A lot of data can be generated by those sensors, automotive sensing. A lot of data can be generated by those sensors,
and these data typically need to be routed to different destinations. and 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 can use environmental information sensed by driverless
vehicles for better interaction with the other vehicles and vehicles for better interaction with the other vehicles and
environment. Vehicles can also share their intended maneuvering environment. Vehicles can also share their intended maneuvering
information (e.g., lane change, speed change, ramp in-and-out, cut- information (e.g., lane change, speed change, ramp in-and-out, cut-
in, and abrupt braking) with neighboring vehicles. Thus, this in, and abrupt braking) with neighboring vehicles. Thus, this
information sharing can help the vehicles behave as more efficient information sharing can help the vehicles behave as more efficient
traffic flows and minimize unnecessary acceleration and deceleration traffic flows and minimize unnecessary acceleration and deceleration
to achieve the best ride comfort. to achieve the best ride comfort.
To support applications of these V2V use cases, the required To support applications of these V2V use cases, the required
functions of IPv6 include IPv6-based packet exchange in both control functions of IPv6 include (a) IPv6-based packet exchange in both
and data planes, and secure, safe communication between two vehicles. control and data planes and (b) secure, safe communication between
For the support of V2V under multiple radio technologies (e.g., DSRC two vehicles. For the support of V2V under multiple radio
and 5G V2X), refer to Appendix A. technologies (e.g., DSRC and 5G V2X), refer to Appendix A.
3.2. V2I 3.2. V2I
The use cases of V2I networking discussed in this section include: The use cases of V2I networking discussed in this section include:
* Navigation service * Navigation service
* Energy-efficient speed recommendation service * Energy-efficient speed recommendation service
* Accident notification service * Accident notification service
* Electric vehicle (EV) charging service * Electric Vehicle (EV) charging service
* UAM navigation service with efficient battery charging * UAM navigation service with efficient battery charging
A navigation service (for example, the Self-Adaptive Interactive A navigation service (for example, the Self-Adaptive Interactive
Navigation Tool [SAINT]) that uses V2I networking interacts with a Navigation Tool [SAINT]) that uses V2I networking interacts with a
TCC for the large-scale/long-range road traffic optimization and can TCC for the large-scale/long-range road traffic optimization and can
guide individual vehicles along appropriate navigation paths in real guide individual vehicles along appropriate navigation paths in real
time. The enhanced version of SAINT [SAINTplus] can give fast-moving time. The enhanced version of SAINT [SAINTplus] can give fast-moving
paths to emergency vehicles (e.g., ambulance and fire engine) to let paths to emergency vehicles (e.g., ambulance and fire engine) to let
them reach an accident spot while redirecting other vehicles near the them reach an accident spot while redirecting other vehicles near the
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vehicle that depends on its traffic environment and traffic signal vehicle that depends on its traffic environment and traffic signal
scheduling [SignalGuru]. For example, when a vehicle approaches an scheduling [SignalGuru]. For example, when a vehicle approaches an
intersection area and a red traffic light for the vehicle becomes 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.
[Fuel-Efficient] covers fuel-efficient route and speed plans for [Fuel-Efficient] covers fuel-efficient route and speed plans for
platooned trucks. platooned trucks.
The emergency communication between accident vehicles (or emergency The emergency communication between vehicles in an accident (or
vehicles) and a TCC can be performed via either IP-RSU, 4G-LTE or 5G emergency-response vehicles) and a TCC can be performed via either
networks. The First Responder Network Authority [FirstNet] is IP-RSUs or 4G-LTE or 5G networks. The First Responder Network
provided by the US government to establish, operate, and maintain an Authority [FirstNet] is provided by the US government to establish,
interoperable public safety broadband network for safety and security operate, and maintain an interoperable public safety broadband
network services, e.g., emergency calls. The construction of the network for safety and security network services, e.g., emergency
nationwide FirstNet network requires each state in the US to have a calls. The construction of the nationwide FirstNet network requires
Radio Access Network (RAN) that will connect to the FirstNet's each state in the US to have a Radio Access Network (RAN) that will
network core. The current RAN is mainly constructed using 4G-LTE for connect to the FirstNet's network core. The current RAN is mainly
communication between a vehicle and an infrastructure node (i.e., constructed using 4G-LTE for communication between a vehicle and an
V2I) [FirstNet-Report], but it is expected that DSRC-based vehicular infrastructure node (i.e., V2I) [FirstNet-Report], but it is expected
networks [DSRC] will be available for V2I and V2V in the near future. that DSRC-based vehicular networks [DSRC] will be available for V2I
An equivalent project in Europe is called Public Safety and V2V in the near future. An equivalent project in Europe is
Communications Europe [PSCE], which is developing a network for called Public Safety Communications Europe [PSCE], which is
emergency communications. developing a network for emergency communications.
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 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 connected to 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 charging station or be notified that the charging station is out of
service through a battery charging server connected to the IP-RSU. service through a battery charging server connected to the IP-RSU.
In addition to this EV charging service, other value-added services In addition to this EV charging service, other value-added services
(e.g., firmware/software update over-the-air and media streaming) can (e.g., firmware/software update over-the-air and media streaming) can
be provided to an EV while it is charging its battery at the EV be provided to an EV while it is charging its battery at the EV
charging station. For a UAM navigation service, an efficient battery charging station. For a UAM navigation service, an efficient battery
skipping to change at line 493 skipping to change at line 503
adaptation layer in the architecture that efficiently maps IPv6 to a adaptation layer in the architecture that efficiently maps IPv6 to a
diversity of link-layer technologies. Augmentation is necessary to diversity of link-layer technologies. Augmentation is necessary to
support wireless multihop V2I communications on a highway where RSUs support wireless multihop V2I communications on a highway where RSUs
are sparsely deployed so that a vehicle can reach the wireless are sparsely deployed so that a vehicle can reach the wireless
coverage of an IP-RSU through the multihop data forwarding of coverage of an IP-RSU through the multihop data forwarding of
intermediate vehicles as packet forwarders. Thus, IPv6 needs to be intermediate vehicles as packet forwarders. Thus, IPv6 needs to be
extended for multihop V2I communications. extended for multihop V2I communications.
To support applications of these V2I use cases, the required To support applications of these V2I use cases, the required
functions of IPv6 include IPv6 communication enablement with functions of IPv6 include IPv6 communication enablement with
neighborhood discovery and IPv6 address management, reachability with neighborhood discovery and IPv6 address management; reachability with
adapted network models and routing methods, transport-layer session adapted network models and routing methods; transport-layer session
continuity, and secure, safe communication between a vehicle and an continuity; and secure, safe communication between a vehicle and an
infrastructure node (e.g., IP-RSU) in the vehicular network. infrastructure node (e.g., IP-RSU) in the vehicular network.
3.3. V2X 3.3. V2X
The use case of V2X networking discussed in this section is for a The use case of V2X networking discussed in this section is for a
protection service for a vulnerable road user (VRU), e.g., a protection service for a vulnerable road user (VRU), e.g., a
pedestrian or cyclist. Note that the application area of this use pedestrian or cyclist. Note that the application area of this use
case is currently limited to a specific environment, such as case is currently limited to a specific environment, such as
construction sites, plants, and factories, since not every VRU in a construction sites, plants, and factories, since not every VRU in a
public area is equipped with a smart device (e.g., not every child on public area is equipped with a smart device (e.g., not every child on
a road has a smartphone, smart watch, or tablet). a road has a smartphone, smart watch, or tablet).
A VRU protection service, such as the Safety-Aware Navigation A VRU protection service, such as the Safety-Aware Navigation
Application [SANA], using V2I2P networking can reduce the collision Application [SANA], using V2I2P networking can reduce the collision
of a vehicle and a pedestrian carrying a smartphone equipped with a of a vehicle and a pedestrian carrying a smartphone equipped with a
network device for wireless communication (e.g., Wi-Fi, DSRC, 4G/5G network device for wireless communication (e.g., Wi-Fi, DSRC, 4G/5G
V2X, and Bluetooth Low Energy (BLE)) with an IP-RSU. Vehicles and V2X, and Bluetooth Low Energy (BLE)) with an IP-RSU. Vehicles and
pedestrians can also communicate with each other via an IP-RSU. An pedestrians can also communicate with each other via an IP-RSU. An
edge computing device behind the IP-RSU can collect the mobility ECD behind the IP-RSU can collect the mobility information from
information from vehicles and pedestrians, compute wireless vehicles and pedestrians, and then compute wireless communication
communication scheduling for the sake of them. This scheduling can scheduling for the sake of them. This scheduling can save the
save the battery of each pedestrian's smartphone by allowing it to battery of each pedestrian's smartphone by allowing it to work in
work in sleeping mode before communication with vehicles, considering sleeping mode before communication with vehicles, considering their
their mobility. The location information of a VRU from a smart mobility. The location information of a VRU from a smart device
device (e.g., smartphone) is multicasted only to the nearby vehicles. (e.g., smartphone) is multicasted only to the nearby vehicles. The
The true identifiers of a VRU's smart device shall be protected, and true identifiers of a VRU's smart device shall be protected, and only
only the type of the VRU, such as pedestrian, cyclist, or scooter, is the type of the VRU, such as pedestrian, cyclist, or scooter, is
disclosed to the nearby vehicles. disclosed to the nearby vehicles.
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 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 risk of being hit by a vehicle if they are not with a smartphone in
the current setting. For this case, other human-sensing technologies the current setting. For this case, other human-sensing technologies
(e.g., moving-object detection in images and wireless signal-based (e.g., moving-object detection in images and wireless signal-based
skipping to change at line 647 skipping to change at line 657
The three wireless networks of IP-RSU1, IP-RSU2, and IP-RSU3 can The three wireless networks of IP-RSU1, IP-RSU2, and IP-RSU3 can
belong to three different subnets (i.e., Subnet1, Subnet2, and belong to three different subnets (i.e., Subnet1, Subnet2, and
Subnet3), respectively. Those three subnets use three different Subnet3), respectively. Those three subnets use three different
prefixes (i.e., Prefix1, Prefix2, and Prefix3). prefixes (i.e., Prefix1, Prefix2, and Prefix3).
Multiple vehicles under the coverage of an IP-RSU share a prefix just 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 as mobile nodes share a prefix of a Wi-Fi access point in a wireless
LAN. This is a natural characteristic in infrastructure-based LAN. This is a natural characteristic in infrastructure-based
wireless networks. For example, in Figure 1, two vehicles (i.e., wireless networks. For example, in Figure 1, two vehicles (i.e.,
Vehicle2 and Vehicle5) can use Prefix1 to configure their IPv6 global Vehicle2 and Vehicle5) can use Prefix1 to configure their IPv6 global
addresses for V2I communication. Alternatively, mobile nodes can addresses for V2I communication. Alternatively, two vehicles can
employ a "Bring-Your-Own-Addresses (BYOA)" (or "Bring-Your-Own-Prefix employ a "Bring Your Own Addresses (BYOA)" (or "Bring Your Own Prefix
(BYOP)") technique using their own IPv6 Unique Local Addresses (ULAs) (BYOP)") technique using their own IPv6 Unique Local Addresses (ULAs)
[RFC4193] over the wireless network. [RFC4193] over the wireless network.
In wireless subnets in vehicular networks (e.g., Subnet1 and Subnet2 In wireless subnets in vehicular networks (e.g., Subnet1 and Subnet2
in Figure 1), vehicles can construct a connected VANET (with an in Figure 1), vehicles can construct a connected VANET (with an
arbitrary graph topology) and can communicate with each other via V2V arbitrary graph topology) and can communicate with each other via V2V
communication. Vehicle1 can communicate with Vehicle2 via V2V communication. Vehicle1 can communicate with Vehicle2 via V2V
communication, and Vehicle2 can communicate with Vehicle3 via V2V communication, and Vehicle2 can communicate with Vehicle3 via V2V
communication because they are within the wireless communication communication because they are within the wireless communication
range of each other. On the other hand, Vehicle3 can communicate range of each other. On the other hand, Vehicle3 can communicate
skipping to change at line 675 skipping to change at line 685
Transmission Unit (MTU), frame format, link-local address, address Transmission Unit (MTU), frame format, link-local address, address
mapping for unicast and multicast, stateless autoconfiguration, and mapping for unicast and multicast, stateless autoconfiguration, and
subnet structure. subnet structure.
An IPv6 mobility solution is needed for the guarantee of An IPv6 mobility solution is needed for the guarantee of
communication continuity in vehicular networks so that a vehicle's communication continuity in vehicular networks so that a vehicle's
TCP session can be continued or that UDP packets can be delivered to TCP session can be continued or that UDP packets can be delivered to
a vehicle as a destination without loss while it moves from an IP- a vehicle as a destination without loss while it moves from an IP-
RSU's wireless coverage to another IP-RSU's wireless coverage. In RSU's wireless coverage to another IP-RSU's wireless coverage. In
Figure 1, assuming that Vehicle2 has a TCP session (or a UDP session) Figure 1, assuming that Vehicle2 has a TCP session (or a UDP session)
with a correspondent node in the vehicular cloud, Vehicle2 can move with a correspondent node in the Vehicular Cloud, Vehicle2 can move
from IP-RSU1's wireless coverage to IP-RSU2's wireless coverage. In from IP-RSU1's wireless coverage to IP-RSU2's wireless coverage. In
this case, a handover for Vehicle2 needs to be performed by either a this case, a handover for Vehicle2 needs to be performed by either a
host-based mobility management scheme (e.g., MIPv6 [RFC6275]) or a host-based mobility management scheme (e.g., MIPv6 [RFC6275]) or a
network-based mobility management scheme (e.g., PMIPv6 [RFC5213], network-based mobility management scheme (e.g., PMIPv6 [RFC5213],
NEMO [RFC3963] [RFC4885] [RFC4888], and AERO [AERO]). This document NEMO [RFC3963] [RFC4885] [RFC4888], and AERO [AERO]). This document
describes issues in mobility management for vehicular networks in describes issues in mobility management for vehicular networks in
Section 5.2. For improving TCP session continuity or successful UDP Section 5.2. For improving TCP session continuity or successful UDP
packet delivery, the Multipath TCP (MPTCP) [RFC8684] or QUIC protocol packet delivery, the Multipath TCP (MPTCP) [RFC8684] or QUIC protocol
[RFC9000] can also be used. IP-OBUs, however, may still experience [RFC9000] can also be used. IP-OBUs, however, may still experience
more session time-out and re-establishment procedures due to lossy more session time-out and re-establishment procedures due to lossy
skipping to change at line 714 skipping to change at line 724
for a vehicle and an EN. It is reasonable to consider interactions for a vehicle and an EN. It is reasonable to consider interactions
between the internal network of a vehicle and that of another vehicle between the internal network of a vehicle and that of another vehicle
or an EN. Note that it is dangerous if the internal network of a or an EN. Note that it is dangerous if the internal network of a
vehicle is controlled by a malicious party. These dangers can vehicle is controlled by a malicious party. These dangers can
include unauthorized driving control input and unauthorized driving include unauthorized driving control input and unauthorized driving
information disclosure to an unauthorized third party. A malicious information disclosure to an unauthorized third party. A malicious
party can be a group of hackers, a criminal group, and a competitor party can be a group of hackers, a criminal group, and a competitor
for industrial espionage or sabotage. To minimize this kind of risk, for industrial espionage or sabotage. To minimize this kind of risk,
an augmented identification and verification protocol, which has an an augmented identification and verification protocol, which has an
extra means, shall be implemented based on a basic identity extra means, shall be implemented based on a basic identity
verification process. These extra means can be certificate-based, verification process. These extra means could include approaches
biometric, credit-based, and One-Time Password (OTP) approaches in based on certificates, biometrics, credit, or One-Time Passwords
addition to a used approach [RFC8002]. The parties of the (OTPs) in addition to Host Identity Protocol certificates [RFC8002].
verification protocol can be from a built-in verification protocol in The parties of the verification protocol can be from a built-in
the current vehicle, which is pre-installed by a vehicle vendor. The verification protocol in the current vehicle, which is pre-installed
parties can also be from any verification authorities that have the by a vehicle vendor. The parties can also be from any verification
database of authenticated users. The security properties provided by authorities that have the database of authenticated users. The
a verification protocol can be identity-related information, such as security properties provided by a verification protocol can be
the genuineness of an identity, the authenticity of an identity, and identity-related information, such as the genuineness of an identity,
the ownership of an identity [RFC7427]. the authenticity of an identity, and the ownership of an identity
[RFC7427].
The augmented identification and verification protocol with extra The augmented identification and verification protocol with extra
means can support security properties such as the identification and means can support security properties such as the identification and
verification of a vehicle, driver, and passenger. First, a credit- verification of a vehicle, driver, and passenger. First, a credit-
based means is to let a vehicle classify the received messages sent based method is when a vehicle classifies the messages it received
by another host to different severity levels for driving safety in from another host into various levels based on their potential
order to calculate the credit for the sender. Based on accumulated effects on driving safety in order to calculate the credit of that
credit, a correspondent node can verify the other party to see sender. Based on accumulated credit, a correspondent node can verify
whether it is genuine or not. Second, a certificate-based method the other party to see whether it is genuine or not. Second, a
includes a user certificate (e.g., X.509 certificate [RFC5280]) to certificate-based method includes a user certificate (e.g., X.509
authenticate a vehicle or its driver. Third, a biometric method certificate [RFC5280]) to authenticate a vehicle or its driver.
includes a fingerprint, face, or voice to authenticate a driver or Third, a biometric method includes a fingerprint, face, or voice to
passenger. Lastly, an OTP-based method lets another already- authenticate a driver or passenger. Lastly, an OTP-based method lets
authenticated device (e.g., smartphone and tablet) of a driver or another already-authenticated device (e.g., smartphone and tablet) of
passenger be used to authenticate a driver or passenger. a driver or passenger be used to authenticate a driver or passenger.
+-----------------+ +-----------------+
(*)<........>(*) +----->| 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 794 skipping to change at line 805
(Mobile Network1) inside Vehicle1. Vehicle1 has two hosts (Host1 and (Mobile Network1) inside Vehicle1. Vehicle1 has two hosts (Host1 and
Host2) and two routers (IP-OBU1 and Router1). There exists another Host2) and two routers (IP-OBU1 and Router1). There exists another
internal network (Fixed Network1) inside EN1. EN1 has one host internal network (Fixed Network1) inside EN1. EN1 has one host
(Host3), two routers (IP-RSU1 and Router2), and the collection of (Host3), two routers (IP-RSU1 and Router2), and the collection of
servers (Server1 to ServerN) for various services in the road servers (Server1 to ServerN) for various services in the road
networks, such as the emergency notification and navigation. networks, such as the emergency notification and navigation.
Vehicle1's IP-OBU1 (as a mobile router) and EN1's IP-RSU1 (as a fixed 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 external link (e.g., DSRC) for router) use 2001:db8:1:1::/64 for an external link (e.g., DSRC) for
V2I networking. Thus, a host (Host1) in Vehicle1 can communicate V2I networking. Thus, a host (Host1) in Vehicle1 can communicate
with a server (Server1) in EN1 for a vehicular service through with a server (Server1) in EN1 for a vehicular service through
Vehicle1's moving network, a wireless link between IP-OBU1 and IP- Vehicle1's mobile network, a wireless link between IP-OBU1 and IP-
RSU1, and EN1's fixed network. RSU1, and EN1's fixed network.
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. The MAC layer which include MAC layer and IPv6 layer information. The MAC layer
information includes wireless link-layer parameters, transmission information includes wireless link-layer parameters, transmission
power level, and the MAC address of an external network interface for power level, and the MAC address of an external network interface for
the internetworking with another IP-OBU or IP-RSU. The IPv6 layer the internetworking with another IP-OBU or IP-RSU. The IPv6 layer
information includes the IPv6 address and network prefix of an information includes the IPv6 address and network prefix of an
external network interface for the internetworking with another IP- external network interface for the internetworking with another IP-
OBU or IP-RSU. OBU or IP-RSU.
Through the mutual knowledge of the network parameters of internal Through the mutual knowledge of the network parameters of internal
networks, packets can be transmitted between the vehicle's moving 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, perimeter-based policy enforcement can from a security point of view, perimeter-based policy enforcement
be applied to protect parts of the internal network of a vehicle. [RFC9099] can be applied to protect parts of the internal network of
a vehicle.
As shown in Figure 2, the addresses used for IPv6 transmissions over As shown in Figure 2, the addresses used for IPv6 transmissions over
the wireless link interfaces for IP-OBU and IP-RSU can be link-local the wireless link interfaces for IP-OBU and IP-RSU can be IPv6 link-
IPv6 addresses, ULAs, or global IPv6 addresses. When IPv6 addresses local addresses, ULAs, or IPv6 global addresses. When IPv6 addresses
are used, wireless interface configuration and control overhead for are used, wireless interface configuration and control overhead for
Duplicate Address Detection (DAD) [RFC4862] and Multicast Listener Duplicate Address Detection (DAD) [RFC4862] and Multicast Listener
Discovery (MLD) [RFC2710] [RFC3810] should be minimized to support Discovery (MLD) [RFC2710] [RFC3810] should be minimized to support
V2I and V2X communications for vehicles moving fast along roadways. V2I and V2X communications for vehicles moving fast along roadways.
Let us consider the upload/download time of a ground vehicle when it Let us consider the upload/download time of a ground vehicle when it
passes through the wireless communication coverage of an IP-RSU. For passes through the wireless communication coverage of an IP-RSU. For
a given typical setting where 1 km is the maximum DSRC communication a given typical setting where 1 km is the maximum DSRC communication
range [DSRC] and 100 km/h is the speed limit on highways for ground range [DSRC] and 100 km/h is the speed limit on highways for ground
vehicles, the dwelling time can be calculated to be 72 seconds by vehicles, the dwelling time can be calculated to be 72 seconds by
dividing the diameter of the 2 km (i.e., two times the DSRC dividing the diameter of the 2 km (i.e., two times the DSRC
communication range where an IP-RSU is located in the center of the communication range where an IP-RSU is located in the center of the
circle of wireless communication) by the speed limit of 100 km/h circle of wireless communication) by the speed limit of 100 km/h
(i.e., about 28 m/s). For the 72 seconds, a vehicle passing through (i.e., about 28 m/s). For the 72 seconds, a vehicle passing through
the coverage of an IP-RSU can upload and download data packets to/ the coverage of an IP-RSU can upload and download data packets to/
from the IP-RSU. For special cases, such as emergency vehicles from the IP-RSU. For special cases, such as emergency vehicles
moving above the speed limit, the dwelling time is relatively shorter moving above the speed limit, the dwelling time is relatively shorter
than that of other vehicles. For cases of airborne vehicles, than that of other vehicles. For cases of airborne vehicles (i.e.,
considering a higher flying speed and a higher altitude, the dwelling aircraft), considering a higher flying speed and a higher altitude,
time can be much shorter. the dwelling time can be much shorter.
4.3. V2V-Based Internetworking 4.3. V2V-Based Internetworking
This section discusses the internetworking between the moving This section discusses the internetworking between the mobile
networks of two neighboring vehicles via V2V communication. networks of two neighboring vehicles via V2V communication.
(*)<..........>(*) (*)<..........>(*)
(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 | |
| +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ | | +-------+ +-------+ |
| ^ ^ | | ^ ^ | | ^ ^ | | ^ ^ |
skipping to change at line 885 skipping to change at line 897
and two routers (IP-OBU1 and Router1). There exists another internal and two routers (IP-OBU1 and Router1). There exists another internal
network (Mobile Network2) inside Vehicle2. Vehicle2 has two hosts network (Mobile Network2) inside Vehicle2. Vehicle2 has two hosts
(Host3 and Host4) and two routers (IP-OBU2 and Router2). Vehicle1's (Host3 and Host4) and two routers (IP-OBU2 and Router2). Vehicle1's
IP-OBU1 (as a mobile router) and Vehicle2's IP-OBU2 (as a mobile 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 (e.g., DSRC) for router) use 2001:db8:1:1::/64 for an external link (e.g., DSRC) for
V2V networking. Thus, a host (Host1) in Vehicle1 can communicate V2V networking. Thus, a host (Host1) in Vehicle1 can communicate
with another host (Host3) in Vehicle2 for a vehicular service through with another host (Host3) in Vehicle2 for a vehicular service through
Vehicle1's mobile network, a wireless link between IP-OBU1 and IP- Vehicle1's mobile network, a wireless link between IP-OBU1 and IP-
OBU2, and Vehicle2's mobile network. OBU2, and Vehicle2's mobile network.
As a V2V use case in Section 3.1, Figure 4 shows the linear network As a V2V use case in Section 3.1, Figure 4 shows a linear network
topology of platooning vehicles for V2V communications where Vehicle3 topology of platooning vehicles for V2V communications where Vehicle3
is the lead vehicle with a driver, and Vehicle2 and Vehicle1 are the is the lead vehicle with a driver, and Vehicle2 and Vehicle1 are the
following vehicles without drivers. From a security point of view, following vehicles without drivers. From a security point of view,
before vehicles can be platooned, they shall be mutually before vehicles can be platooned, they shall be mutually
authenticated to reduce possible security risks. authenticated to reduce possible security risks.
(*)<..................>(*)<..................>(*) (*)<..................>(*)<..................>(*)
| | | | | |
+-----------+ +-----------+ +-----------+ +-----------+ +-----------+ +-----------+
| | | | | | | | | | | |
skipping to change at line 952 skipping to change at line 964
+-----------+ +-----------+ +-----------+ +-----------+ +-----------+ +-----------+
Vehicle1 EN1 Vehicle3 Vehicle1 EN1 Vehicle3
<----> Wired Link <....> Wireless Link ===> Moving Direction <----> Wired Link <....> Wireless Link ===> Moving Direction
(*) Antenna (*) Antenna
Figure 5: Multihop Internetworking between Two Vehicle Networks Figure 5: Multihop Internetworking between Two Vehicle Networks
via IP-RSU (V2I2V) via IP-RSU (V2I2V)
As shown in Figure 5, multihop internetworking between two vehicles As shown in Figure 5, multihop internetworking between two vehicles
is feasible via an infrastructure node (i.e., IP-RSU) with wireless is feasible via an infrastructure node (e.g., IP-RSU) with wireless
connectivity among the mobile networks of two vehicles and the fixed connectivity among the mobile networks of two vehicles and the fixed
network of an edge network (denoted as EN1) in the same VANET. For network of an edge network (denoted as EN1) in the same VANET. For
example, Host1 in Vehicle1 can communicate with Host3 in Vehicle3 via example, Host1 in Vehicle1 can communicate with Host3 in Vehicle3 via
IP-OBU1 in Vehicle1, IP-RSU1 in EN1, and IP-OBU3 in Vehicle3 in the IP-OBU1 in Vehicle1, IP-RSU1 in EN1, and IP-OBU3 in Vehicle3 in the
VANET, as shown in the figure. VANET, as shown in the figure.
For the reliability required in V2V networking, the ND optimization For the reliability required in V2V networking, the ND optimization
defined in the Mobile Ad Hoc Network (MANET) [RFC6130] [RFC7466] defined in the Mobile Ad Hoc Network (MANET) [RFC6130] [RFC7466]
improves the classical IPv6 ND in terms of tracking neighbor improves the classical IPv6 ND in terms of tracking neighbor
information with up to two hops and introducing several extensible information with up to two hops and introducing several extensible
Information Bases, which serves the MANET routing protocols, such as Information Bases. This improvement serves the MANET routing
the different versions of Optimized Link State Routing Protocol protocols, such as the different versions of Optimized Link State
(OLSR) [RFC3626] [RFC7181], Open Shortest Path First (OSPF) Routing Protocol (OLSR) [RFC3626] [RFC7181], Open Shortest Path First
derivatives (e.g., [RFC5614]), and Dynamic Link Exchange Protocol (OSPF) derivatives (e.g., [RFC5614]), and Dynamic Link Exchange
(DLEP) [RFC8175] with its extensions [RFC8629] [RFC8757]. In short, Protocol (DLEP) [RFC8175] with its extensions [RFC8629] [RFC8757].
the MANET ND mainly deals with maintaining extended network neighbors In short, the MANET ND mainly deals with maintaining extended network
to enhance the link reliability. However, an ND protocol in neighbors to enhance the link reliability. However, an ND protocol
vehicular networks shall consider more about the geographical in vehicular networks shall consider more about the geographical
mobility information of vehicles as an important resource for serving mobility information of vehicles as an important resource for serving
various purposes to improve the reliability, e.g., vehicle driving various purposes to improve the reliability, e.g., vehicle driving
safety, intelligent transportation implementations, and advanced safety, intelligent transportation implementations, and advanced
mobility services. For a more reliable V2V networking, some mobility services. For a more reliable V2V networking, some
redundancy mechanisms should be provided in L3 in cases of the redundancy mechanisms should be provided in L3 in cases of the
failure of L2. For different use cases, the optimal solution to failure of L2. For different use cases, the optimal solution to
improve V2V networking reliability may vary. For example, a group of improve V2V networking reliability may vary. For example, a group of
platooning vehicles may have stabler neighbors than freely moving platooning vehicles may have stabler neighbors than freely moving
vehicles, as described in Section 3.1. vehicles, as described in Section 3.1.
skipping to change at line 1009 skipping to change at line 1021
control plane (e.g., ND procedure and DAD) needs to support this control plane (e.g., ND procedure and DAD) needs to support this
order of magnitude for application message exchanges. Also, order of magnitude for application message exchanges. Also,
considering the communication range of DSRC (up to 1 km) and 100 km/h considering the communication range of DSRC (up to 1 km) and 100 km/h
as the speed limit on highways (some countries can have much higher as the speed limit on highways (some countries can have much higher
speed limits or even no limit, e.g., Germany), the lifetime of a link speed limits or even no limit, e.g., Germany), the lifetime of a link
between a vehicle and an IP-RSU is in the order of a minute (e.g., between a vehicle and an IP-RSU is in the order of a minute (e.g.,
about 72 seconds), and the lifetime of a link between two vehicles is about 72 seconds), and the lifetime of a link between two vehicles is
about a half minute. Note that if two vehicles are moving in the about a half minute. Note that if two vehicles are moving in the
opposite directions in a roadway, the relative speed of this case is opposite directions in a roadway, the relative speed of this case is
two times the relative speed of a vehicle passing through an IP-RSU. two times the relative speed of a vehicle passing through an IP-RSU.
This relative speed leads the half of the link lifetime between the This relative speed causes the lifetime of the wireless link between
vehicle and the IP-RSU. In reality, the DSRC communication range is the vehicle and the IP-RSU to be halved. In reality, the DSRC
around 500 m, so the link lifetime will be half of the maximum time. communication range is around 500 m, so the link lifetime will be
The time constraint of a wireless link between two nodes (e.g., half of the maximum time. The time constraint of a wireless link
vehicle and IP-RSU) needs to be considered because it may affect the between two nodes (e.g., vehicle and IP-RSU) needs to be considered
lifetime of a session involving the link. The lifetime of a session because it may affect the lifetime of a session involving the link.
varies depending on the session's type, such as web surfing, a voice The lifetime of a session varies depending on the session's type,
call over IP, a DNS query, or context-aware navigation (in such as web surfing, a voice call over IP, a DNS query, or context-
Section 3.1). Regardless of a session's type, to guide all the IPv6 aware navigation (in Section 3.1). Regardless of a session's type,
packets to their destination host(s), IP mobility should be supported to guide all the IPv6 packets to their destination host(s), IP
for the session. In a V2V scenario (e.g., context-aware navigation), mobility should be supported for the session. In a V2V scenario
the IPv6 packets of a vehicle should be delivered to relevant (e.g., context-aware navigation [CNP]), the IPv6 packets of a vehicle
vehicles efficiently (e.g., multicasting). With this observation, should be delivered to relevant vehicles efficiently (e.g.,
IPv6 protocol exchanges need to be performed as quickly as possible multicasting). With this observation, IPv6 protocol exchanges need
to support the message exchanges of various applications in vehicular to be performed as quickly as possible to support the message
networks. exchanges of various applications in vehicular networks.
Therefore, the time constraint of a wireless link has a major impact Therefore, the time constraint of a wireless link has a major impact
on IPv6 Neighbor Discovery (ND). Mobility Management (MM) is also on 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 true identity verification and tunnel management. This is especially true
given the unreliable nature of wireless communication. Meanwhile, given the unreliable nature of wireless communication. Meanwhile,
the bandwidth of the wireless link determined by the lower layers the bandwidth of the wireless link determined by the lower layers
(i.e., link and PHY layers) can affect the transmission time of (i.e., PHY and link layers) can affect the transmission time of
control messages of the upper layers (e.g., IPv6) and the continuity control messages of the upper layers (e.g., IPv6) and the continuity
of sessions in the higher layers (e.g., IPv6, TCP, and UDP). Hence, of sessions in the higher layers (e.g., IPv6, TCP, and UDP). Hence,
the bandwidth selection according to the Modulation and Coding Scheme the bandwidth selection according to the Modulation and Coding Scheme
(MCS) also affects the vehicular network connectivity. Note that (MCS) also affects the vehicular network connectivity. Note that
usually the higher bandwidth gives the shorter communication range usually the higher bandwidth gives the shorter communication range
and the higher packet error rate at the receiving side, which may and the higher packet error rate at the receiving side, which may
reduce the reliability of control message exchanges of the higher reduce the reliability of control message exchanges of the higher
layers (e.g., IPv6). This section presents key topics, such as layers (e.g., IPv6). This section presents key topics, such as
neighbor discovery and mobility management for links and sessions in neighbor discovery and mobility management for links and sessions in
IPv6-based vehicular networks. Note that the detailed discussion on IPv6-based vehicular networks. Note that the detailed discussion on
skipping to change at line 1054 skipping to change at line 1066
to fulfill the use cases is left as potential future work. to fulfill the use cases is left as potential future work.
5.1. Neighbor Discovery 5.1. Neighbor Discovery
IPv6 ND [RFC4861] [RFC4862] is a core part of the IPv6 protocol IPv6 ND [RFC4861] [RFC4862] is a core part of the IPv6 protocol
suite. IPv6 ND is designed for link types including point-to-point, suite. IPv6 ND is designed for link types including point-to-point,
multicast-capable (e.g., Ethernet), and Non-Broadcast Multiple Access multicast-capable (e.g., Ethernet), and Non-Broadcast Multiple Access
(NBMA). It assumes the efficient and reliable support of multicast (NBMA). It assumes the efficient and reliable support of multicast
and unicast from the link layer for various network operations, such and unicast from the link layer for various network operations, such
as MAC Address Resolution (AR), DAD, MLD, and Neighbor Unreachability as MAC Address Resolution (AR), DAD, MLD, and Neighbor Unreachability
Detection (NUD). Detection (NUD) [RFC4861] [RFC4862] [RFC2710] [RFC3810].
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 to run application messages with each other, they need IPv6 addresses to run
IPv6 ND. IPv6 ND.
The requirements for IPv6 ND for vehicular networks are efficient DAD The requirements for IPv6 ND for vehicular networks are efficient DAD
and NUD operations. An efficient DAD is required to reduce the and NUD operations. An efficient DAD is required to reduce the
overhead of DAD packets during a vehicle's travel in a road network, overhead of DAD packets during a vehicle's travel in a road network,
which can guarantee the uniqueness of a vehicle's global IPv6 which can guarantee the uniqueness of a vehicle's global IPv6
address. An efficient NUD is required to reduce the overhead of the address. An efficient NUD is required to reduce the overhead of the
NUD packets during a vehicle's travel in a road network, which can NUD packets during a vehicle's travel in a road network, which can
guarantee the accurate neighborhood information of a vehicle in terms guarantee the accurate neighborhood information of a vehicle in terms
of adjacent vehicles and RSUs. of adjacent vehicles and IP-RSUs.
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 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 address, and can hear any future claim for that address by another
party within the scope of its address for the duration of the address party within the scope of its address for the duration of the address
ownership. However, the partitioning and merging of VANETs makes ownership. However, the partitioning and merging of VANETs makes
this assumption not valid frequently in vehicular networks. The this assumption not valid frequently in vehicular networks. The
merging and partitioning of VANETs frequently occurs in vehicular partitioning and merging of VANETs frequently occurs in vehicular
networks. This merging and partitioning should be considered for networks. 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)
[RFC4862]. SLAAC is not compatible with merging and partitioning, [RFC4862]. SLAAC is not compatible with the partitioning and
and additional work is needed for ND to operate properly under those merging, and additional work is needed for ND to operate properly
circumstances. Due to the merging of VANETs, two IPv6 addresses may under those circumstances. Due to the merging of VANETs, two IPv6
conflict with each other though they were unique before the merging. addresses may conflict with each other though they were unique before
An address lookup operation may be conducted by an MA or IP-RSU (as the merging. An address lookup operation may be conducted by an MA
Registrar in RPL) to check the uniqueness of an IPv6 address that or IP-RSU (as Registrar in RPL) to check the uniqueness of an IPv6
will be configured by a vehicle as DAD. Also, the partitioning of a address that will be configured by a vehicle as DAD. Also, the
VANET may make vehicles with the same prefix be physically partitioning of a VANET may make vehicles with the same prefix be
unreachable. An address lookup operation may be conducted by an MA physically unreachable. An address lookup operation may be conducted
or IP-RSU (as Registrar in RPL) to check the existence of a vehicle by an MA or IP-RSU (as Registrar in RPL) to check the existence of a
under the network coverage of the MA or IP-RSU as NUD. Thus, SLAAC vehicle under the network coverage of the MA or IP-RSU as NUD. Thus,
needs to prevent IPv6 address duplication due to the merging of SLAAC needs to prevent IPv6 address duplication due to the merging of
VANETs, and IPv6 ND needs to detect unreachable neighboring vehicles VANETs, and IPv6 ND needs to detect unreachable neighboring vehicles
due to the partitioning of a VANET. According to the merging and due to the partitioning of a VANET. According to the partitioning
partitioning, a destination vehicle (as an IPv6 host) needs to be and merging, a destination vehicle (as an IPv6 host) needs to be
distinguished as a host that is either on-link or not on-link even distinguished as a host that is either on-link or not on-link even
though the source vehicle can use the same prefix as the destination though the source vehicle can use the same prefix as the destination
vehicle [IPPL]. vehicle [IPPL].
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 defining a scope that is compatible with the legacy DAD. In this
case, two vehicles can communicate with each other when there exists case, two vehicles can communicate with each other when there exists
a communication path over VANET or a combination of VANETs and IP- a communication path over VANET or a combination of VANETs and IP-
skipping to change at line 1119 skipping to change at line 1131
For vehicular networks with high mobility and density, DAD needs to For vehicular networks with high mobility and density, DAD needs to
be performed efficiently with minimum overhead so that the vehicles be performed efficiently with minimum overhead so that the vehicles
can exchange driving safety messages (e.g., collision avoidance and can exchange driving safety messages (e.g., collision avoidance and
accident notification) with each other with a short interval as accident notification) with each other with a short interval as
suggested by the National Highway Traffic Safety Administration suggested by the National Highway Traffic Safety Administration
(NHTSA) of the U.S. [NHTSA-ACAS-Report]. Since the partitioning and (NHTSA) of the U.S. [NHTSA-ACAS-Report]. Since the partitioning and
merging of vehicular networks may require re-performing the DAD merging of vehicular networks may require re-performing the DAD
process repeatedly, the link scope of vehicles may be limited to a process repeatedly, the link scope of vehicles may be limited to a
small area, which may delay the exchange of driving safety messages. small area, which may delay the exchange of driving safety messages.
Driving safety messages can include a vehicle's mobility information Driving safety messages can include a vehicle's mobility information
(i.e., position, speed, direction, and acceleration/deceleration) (e.g., position, speed, direction, and acceleration/deceleration)
that is critical to other vehicles. The exchange interval of this that is critical to other vehicles. The exchange interval of this
message is recommended to be less than 0.5 seconds, which is required 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 for a driver to avoid an emergency situation, such as a rear-end
crash. crash.
ND time-related parameters, such as router lifetime and Neighbor ND time-related parameters, such as router lifetime and Neighbor
Advertisement (NA) interval, need to be adjusted for vehicle speed Advertisement (NA) interval, need to be adjusted for vehicle speed
and vehicle density. For example, the NA interval needs to be and vehicle density. For example, the NA interval needs to be
dynamically adjusted according to a vehicle's speed so that the dynamically adjusted according to a vehicle's speed so that the
vehicle can maintain its neighboring vehicles in a stable way, vehicle can maintain its position relative to its neighboring
considering the collision probability with the NA messages sent by vehicles in a stable way, considering the collision probability with
other vehicles. The ND time-related parameters can be an operational the NA messages sent by other vehicles. The ND time-related
setting or an optimization point particularly for vehicular networks. parameters can be an operational setting or an optimization point
Note that the link-scope multicast messages in the ND protocol may particularly for vehicular networks. Note that the link-scope
cause a performance issue in vehicular networks. [RFC9119] suggests multicast messages in the ND protocol may cause a performance issue
several optimization approaches for the issue. in vehicular networks. [RFC9119] suggests several optimization
approaches for the issue.
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, the adaptive cruise control, and platooning) in vehicular networks, the
delay-bounded data delivery is critical. IPv6 ND needs to work to delay-bounded data delivery is critical. IPv6 ND needs to work to
support those IPv6-based safety applications efficiently. support those IPv6-based safety applications efficiently.
[VEHICULAR-ND] introduces a Vehicular Neighbor Discovery (VND) [VEHICULAR-ND] introduces a Vehicular Neighbor Discovery (VND)
process as an extension of IPv6 ND for IP-based vehicular networks. process as an extension of IPv6 ND for IP-based vehicular networks.
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 from the legacy IPv6 networking, IPv6 ND should have minimum changes from the legacy IPv6
skipping to change at line 1196 skipping to change at line 1209
other. Suppose that a global-scope IPv6 prefix (or an IPv6 ULA other. Suppose that a global-scope IPv6 prefix (or an IPv6 ULA
prefix) is assigned to VANETs in vehicular networks. Considering prefix) is assigned to VANETs in vehicular networks. Considering
that two vehicles in the same VANET configure their IPv6 addresses that two vehicles in the same VANET configure their IPv6 addresses
with the same IPv6 prefix, if they are not connected in one hop (that with the same IPv6 prefix, if they are not connected in one hop (that
is, they have multihop network connectivity between them), then they is, they have multihop network connectivity between them), then they
may not be able to communicate with each other. Thus, in this case, may not be able to communicate with each other. Thus, in this case,
the concept of an on-link IPv6 prefix does not hold because two the concept of an on-link IPv6 prefix does not hold because two
vehicles with the same on-link IPv6 prefix cannot communicate vehicles with the same on-link IPv6 prefix cannot communicate
directly with each other. Also, when two vehicles are located in two directly with each other. Also, when two vehicles are located in two
different VANETs with the same IPv6 prefix, they cannot communicate different VANETs with the same IPv6 prefix, they cannot communicate
with each other. When these two VANETs converge to one VANET, the with each other. On the other hand, when these two VANETs converge
two vehicles can communicate with each other in a multihop fashion, to one VANET, the two vehicles can communicate with each other in a
for example, when they are Vehicle1 and Vehicle3, as shown in multihop fashion, for example, when they are Vehicle1 and Vehicle3,
Figure 4. as shown in Figure 4.
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 the frequent partitioning and merging of VANETs due to vehicle
mobility. Therefore, the vehicular link model needs to use a prefix mobility. Therefore, the vehicular link model needs to use a prefix
that is on-link and a prefix that is not on-link according to the that is on-link and a prefix that is not on-link according to the
network topology of vehicles, such as a one-hop reachable network and network topology of vehicles, such as a one-hop reachable network and
a multihop reachable network (or partitioned networks). If the a multihop reachable network (or partitioned networks). If the
vehicles with the same prefix are reachable from each other in one vehicles with the same prefix are reachable from each other in one
hop, the prefix should be on-link. On the other hand, if some of the hop, the prefix should be on-link. On the other hand, if some of the
vehicles with the same prefix are not reachable from each other in vehicles with the same prefix are not reachable from each other in
one hop due to either the multihop topology in the VANET or multiple one hop due to either the multihop topology in the VANET or multiple
partitions, the prefix should be not on-link. In most cases in partitions, the prefix should not be on-link. In most cases in
vehicular networks, due to the partitioning and merging of VANETs and vehicular networks, due to the partitioning and merging of VANETs and
the multihop network topology of VANETs, prefixes that are not on- the multihop network topology of VANETs, prefixes that are not on-
link will be used for vehicles as default. link will be used for vehicles as default.
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
Figure 1, suppose that Vehicle1, Vehicle2, and Vehicle3 are Figure 1, suppose that Vehicle1, Vehicle2, and Vehicle3 are
configured with their IPv6 addresses based on the same global-scope configured with their IPv6 addresses based on the same global-scope
IPv6 prefix. Vehicle1 and Vehicle3 can also communicate with each IPv6 prefix. Vehicle1 and Vehicle3 can also communicate with each
other via either multihop V2V or multihop V2I2V. When Vehicle1 and other via either multihop V2V or multihop V2I2V. When Vehicle1 and
Vehicle3 are connected in a VANET, it will be more efficient for them Vehicle3 are connected in a VANET, it will be more efficient for them
to communicate with each other directly via VANET rather than to communicate with each other directly via VANET rather than
indirectly via IP-RSUs. On the other hand, when Vehicle1 and indirectly via IP-RSUs. On the other hand, when Vehicle1 and
Vehicle3 are farther apart than the direct communication range in Vehicle3 are farther apart than the direct communication range in two
separate VANETs and under two different IP-RSUs, they can communicate separate VANETs and under two different IP-RSUs, they can communicate
with each other through the relay of IP-RSUs via V2I2V. Thus, two with each other through the relay of IP-RSUs via V2I2V. Thus, the
separate VANETs can merge into one network via IP-RSU(s). Also, two separate VANETs can merge into one network via IP-RSU(s). Also,
newly arriving vehicles can merge two separate VANETs into one VANET newly arriving vehicles can merge the two separate VANETs into one
if they can play the role of a relay node for those VANETs. VANET if they can play the role of a relay node for those VANETs.
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 operations. links efficiently to support IPv6 DAD, MLD, and NUD operations.
5.1.2. MAC Address Pseudonym 5.1.2. MAC Address Pseudonym
For the protection of drivers' privacy, a pseudonym of a MAC address For the protection of drivers' privacy, a pseudonym of a MAC address
of a vehicle's network interface should be used so that the MAC of a vehicle's network interface should be used so that the MAC
address can be changed periodically. However, although such a address can be changed periodically. However, although such a
skipping to change at line 1294 skipping to change at line 1307
with lazy maintenance and stretched peer-to-peer (P2P) routing in the with lazy maintenance and stretched peer-to-peer (P2P) routing in the
so-called storing mode. It is well-designed to reduce the so-called storing mode. It is well-designed to reduce the
topological knowledge and routing state that needs to be exchanged. topological knowledge and routing 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 Appendix B for the detailed description dynamic networks. Refer to Appendix B for the detailed description
of RPL for multihop V2X networking. of RPL for multihop V2X networking.
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 [RFC8505] can support light-weight Wireless Personal Area Network) in [RFC8505] can support light-weight
mobility for nodes moving through different parents. [RFC8505], as mobility for nodes moving through different parents. The extension
opposed to [RFC4861], is stateful and proactively installs the ND described in [RFC8505] is stateful and proactively installs the ND
cache entries, which saves broadcasts and provides deterministic cache entries; this saves broadcasts and provides deterministic
presence information for IPv6 addresses. Mainly it updates the presence information for IPv6 addresses. Mainly, it updates the
Address Registration Option (ARO) of ND defined in [RFC6775] to Address Registration Option (ARO) of ND defined in [RFC6775] to
include a status field that can indicate the movement of a node and include a status field (which can indicate the movement of a node)
optionally a Transaction ID (TID) field, i.e., a sequence number that and optionally a Transaction ID (TID) field (which is a sequence
can be used to determine the most recent location of a node. Thus, number that can be used to determine the most recent location of a
RPL can use the information provided by the Extended ARO (EARO) node). Thus, RPL can use the information provided by the Extended
defined in [RFC8505] to deal with a certain level of node mobility. ARO (EARO) defined in [RFC8505] to deal with a certain level of node
When a leaf node moves to the coverage of another parent node, it mobility. When a leaf node moves to the coverage of another parent
should de-register its addresses to the previous parent node and node, it should de-register its addresses with the previous parent
register itself with a new parent node along with an incremented TID. node and register itself with a new parent node along with an
incremented TID.
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 actual experiences and practical implementations, though it was
tested in IoT Low-Power and Lossy Network (LLN) scenarios. Another tested in IoT Low-Power and Lossy Network (LLN) scenarios. Another
concern is that RPL may generate excessive topology discovery 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 This issue can be an operational or optimization point for a
practitioner. practitioner.
skipping to change at line 1344 skipping to change at line 1358
with accurate location information in adverse environments, such as a with accurate location information in adverse environments, such as a
building area or a tunnel. The location precision can be improved building area or a tunnel. The location precision can be improved
with assistance of the IP-RSUs or a cellular system with a GNSS with assistance of the IP-RSUs or a cellular system with a GNSS
receiver for location information. receiver for location information.
With a GNSS navigator, efficient mobility management can be performed With a GNSS navigator, efficient mobility management can be performed
with the help of vehicles periodically reporting their current with the help of vehicles periodically reporting their current
position and trajectory (i.e., navigation path) to the vehicular position and trajectory (i.e., navigation path) to the vehicular
infrastructure (having IP-RSUs and an MA in TCC). This vehicular infrastructure (having IP-RSUs and an MA in TCC). This vehicular
infrastructure can predict the future positions of the vehicles from infrastructure can predict the future positions of the vehicles from
their mobility information (i.e., the current position, speed, their mobility information (e.g., the current position, speed,
direction, and trajectory) for efficient mobility management (e.g., direction, and trajectory) for efficient mobility management (e.g.,
proactive handover). For a better proactive handover, link-layer proactive handover). For a better proactive handover, link-layer
parameters, such as the signal strength of a link-layer frame (e.g., parameters, such as the signal strength of a link-layer frame (e.g.,
Received Channel Power Indicator (RCPI) [VIP-WAVE]), can be used to Received Channel Power Indicator (RCPI) [VIP-WAVE]), can be used to
determine the moment of a handover between IP-RSUs along with determine the moment of a handover between IP-RSUs along with
mobility information. mobility information.
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
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subnets of multiple IP-RSUs share the same prefix, an efficient subnets of multiple IP-RSUs share the same prefix, an efficient
vehicular-network-wide DAD is required. On the other hand, for a vehicular-network-wide DAD is required. On the other hand, for a
mobility management scheme with a unique prefix per mobile node mobility management scheme with a unique prefix per mobile node
(e.g., PMIPv6 [RFC5213]), DAD is not required because the IPv6 (e.g., PMIPv6 [RFC5213]), DAD is not required because the IPv6
address of a vehicle's external wireless interface is guaranteed to address of a vehicle's external wireless interface is guaranteed to
be unique. There is a trade-off between the prefix usage efficiency be unique. There is a trade-off between the prefix usage efficiency
and DAD overhead. Thus, the IPv6 address autoconfiguration for and DAD overhead. Thus, the IPv6 address autoconfiguration for
vehicular networks needs to consider this trade-off to support vehicular networks needs to consider this trade-off to support
efficient mobility management. efficient mobility management.
Even though the SLAAC with classic ND costs a DAD during mobility Even though SLAAC with classic ND costs DAD overhead during mobility
management, the SLAAC with [RFC8505] and/or AERO/OMNI does not cost a management, SLAAC with the registration extension specified in
DAD. SLAAC for vehicular networks needs to consider the minimization [RFC8505] and/or with AERO/OMNI does not cost DAD overhead. SLAAC
of the cost of DAD with the help of an infrastructure node (e.g., IP- for vehicular networks needs to consider the minimization of the cost
RSU and MA). Using an infrastructure prefix over VANET allows direct of DAD with the help of an infrastructure node (e.g., IP-RSU and MA).
routability to the Internet through the multihop V2I toward an IP- Using an infrastructure prefix over VANET allows direct routability
RSU. On the other hand, a BYOA does not allow such direct to the Internet through the multihop V2I toward an IP-RSU. On the
routability to the Internet since the BYOA is not topologically other hand, a BYOA does not allow such direct routability to the
correct, that is, not routable in the Internet. In addition, a Internet since the BYOA is not topologically correct, that is, not
vehicle configured with a BYOA needs a tunnel home (e.g., IP-RSU) routable in the Internet. In addition, a vehicle configured with a
connected to the Internet, and the vehicle needs to know which BYOA needs a tunnel home (e.g., IP-RSU) connected to the Internet,
neighboring vehicle is reachable inside the VANET toward the tunnel and the vehicle needs to know which neighboring vehicle is reachable
home. There is non-negligible control overhead to set up and inside the VANET toward the tunnel home. There is non-negligible
maintain routes to such a tunnel home [RFC4888] over the VANET. control overhead to set up and maintain routes to such a tunnel home
[RFC4888] over the VANET.
For the case of a multihomed network, a vehicle can follow the first- For the case of a multihomed network, a vehicle can follow the first-
hop router selection rule described in [RFC8028]. For example, an hop router selection rule described in [RFC8028]. For example, an
IP-OBU inside a vehicle may connect to an IP-RSU that has multiple IP-OBU inside a vehicle may connect to an IP-RSU that has multiple
routers behind. In this scenario, because the IP-OBU can have routers behind. In this scenario, because the IP-OBU can have
multiple prefixes from those routers, the default router selection, multiple prefixes from those routers, the default router selection,
source address selection, and packet redirect process should follow source address selection, and packet redirect process should follow
the guidelines in [RFC8028]. That is, the vehicle should select its the guidelines in [RFC8028]. That is, the vehicle should select its
default router for each prefix by preferring the router that default router for each prefix by preferring the router that
advertised the prefix. advertised the prefix.
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6. Security Considerations 6. Security Considerations
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 management. networking along with neighbor discovery and mobility management.
Vehicles and infrastructure must be authenticated to each other by a Vehicles and infrastructure must be authenticated to each other by a
password, a key, and/or a fingerprint in order to participate in password, a key, and/or a fingerprint in order to participate in
vehicular networking. For the authentication in vehicular networks, vehicular networking. For the authentication in vehicular networks,
the vehicular cloud needs to support a Public Key Infrastructure the Vehicular Cloud needs to support a Public Key Infrastructure
(PKI) efficiently, as either a dedicated or a co-located component (PKI) efficiently, as either a dedicated or a co-located component
inside a TCC. To provide safe interaction between vehicles or inside a TCC. To provide safe interaction between vehicles or
between a vehicle and infrastructure, only authenticated nodes (i.e., between a vehicle and infrastructure, only authenticated nodes (i.e.,
vehicle and infrastructure nodes) can participate in vehicular vehicle and infrastructure nodes) can participate in vehicular
networks. Also, in-vehicle devices (e.g., ECUs) and a driver/ networks. Also, in-vehicle devices (e.g., ECUs) and a driver/
passenger's mobile devices (e.g., smartphones and tablet PCs) in a passenger's mobile devices (e.g., smartphones and tablet PCs) in a
vehicle need to securely communicate with other in-vehicle devices vehicle need to securely communicate with other in-vehicle devices,
and another driver/passenger's mobile devices in another vehicle, or another driver/passenger's mobile devices in another vehicle, or
other servers behind an IP-RSU. Even though a vehicle is perfectly other servers behind an IP-RSU. Even though a vehicle is perfectly
authenticated by another entity and legitimate to use the data authenticated by another entity and legitimate to use the data
generated by another vehicle, it may be hacked for running malicious generated by another vehicle, it may be hacked by malicious
applications to track and collect its and other vehicles' applications that track and collect its and other vehicles'
information. In this case, an attack mitigation process may be information. In this case, an attack mitigation process may be
required to reduce the aftermath of malicious behaviors. Note that required to reduce the aftermath of malicious behaviors. Note that
when driver/passenger's mobile devices are connected to a vehicle's when a driver/passenger's mobile devices are connected to a vehicle's
internal network, the vehicle may be more vulnerable to possible internal network, the vehicle may be more vulnerable to possible
attacks from external networks due to the exposure of its in-flight attacks from external networks due to the exposure of its in-flight
traffic packets. [SEC-PRIV] discusses several types of threats for traffic packets. [SEC-PRIV] discusses several types of threats for
Vehicular Security and Privacy (VSP). Vehicular Security and Privacy (VSP).
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 (i.e., 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 Figure 2 IP-RSU) in an EN needs to be established, as shown in Figure 2
[RFC4301] [RFC4302] [RFC4303] [RFC4308] [RFC7296]. Also, for secure [RFC4301] [RFC4302] [RFC4303] [RFC4308] [RFC7296]. Also, for secure
V2V communication, a secure channel (e.g., IPsec) between a mobile V2V communication, a secure channel (e.g., IPsec) between a mobile
router (i.e., IP-OBU) in a vehicle and a mobile router (i.e., IP-OBU) router (i.e., IP-OBU) in a vehicle and a mobile router (i.e., IP-OBU)
in another vehicle needs to be established, as shown in Figure 3. in another vehicle needs to be established, as shown in Figure 3.
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). Note that any key management approach can be used for the server). Note that any key management approach can be used for the
secure communication, and particularly for IPv6-based vehicular secure communication, and particularly for IPv6-based vehicular
networks, a new or enhanced key management approach resilient to networks, a new or enhanced key management approach resilient to
wireless networks is required. wireless networks is required.
IEEE Std 1609.2 [WAVE-1609.2] specifies security services for IEEE Std 1609.2 [WAVE-1609.2] specifies security services for
applications and management messages, but this WAVE specification is applications and management messages, but this WAVE specification is
optional. Thus, if the link layer does not support the security of a optional. Thus, if the link layer does not support the security of a
WAVE frame, either the network layer or the transport layer needs to WAVE frame, either the network layer or the transport layer needs to
support security services for the WAVE frames. support security services for the WAVE frame.
6.1. Security Threats in Neighbor Discovery 6.1. Security Threats in Neighbor Discovery
For the classical IPv6 ND (i.e., the legacy ND), DAD is required to For the classical IPv6 ND (i.e., the legacy ND), DAD is required to
ensure the uniqueness of the IPv6 address of a vehicle's wireless ensure the uniqueness of the IPv6 address of a vehicle's wireless
interface. This DAD can be used as a flooding attack that uses the interface. This DAD can be used as a flooding attack that uses the
DAD-related ND packets disseminated over the VANET or vehicular DAD-related ND packets disseminated over the VANET or vehicular
networks. [RFC6959] introduces threats enabled by IP source address networks. [RFC6959] introduces threats enabled by IP source address
spoofing. This possibility indicates that vehicles and IP-RSUs need spoofing. This possibility indicates that vehicles and IP-RSUs need
to filter out suspicious ND traffic in advance. [RFC8928] introduces to filter out suspicious ND traffic in advance. [RFC8928] introduces
skipping to change at line 1497 skipping to change at line 1512
the true owner of a received ND message, which requires using the CGA the true owner of a received ND message, which requires using the CGA
ND option in the ND protocol. This CGA can protect vehicles against ND option in the ND protocol. This CGA can protect vehicles against
DAD flooding by DAD filtering based on the verification for the true DAD flooding by DAD filtering based on the verification for the true
owner of the received DAD message. For a general protection of the owner of the received DAD message. For a general protection of the
ND mechanism, the RSA Signature ND option can also be used to protect ND mechanism, the RSA Signature ND option can also be used to protect
the integrity of the messages by public key signatures. For a more the integrity of the messages by public key signatures. For a more
advanced authentication mechanism, a distributed blockchain-based advanced authentication mechanism, a distributed blockchain-based
approach [Vehicular-BlockChain] can be used. However, for a scenario approach [Vehicular-BlockChain] can be used. However, for a scenario
where a trustable router or an authentication path cannot be where a trustable router or an authentication path cannot be
obtained, it is desirable to find a solution in which vehicles and obtained, it is desirable to find a solution in which vehicles and
infrastructures can authenticate each other without any support from infrastructure nodes can authenticate each other without any support
a third party. from a third party.
When applying the classical IPv6 ND process to VANET, one of the When applying the classical IPv6 ND process to VANET, one of the
security issues is that an IP-RSU (or an IP-OBU) as a router may security issues is that an IP-RSU (or IP-OBU) as a router may receive
receive deliberate or accidental DoS attacks from network scans that deliberate or accidental DoS attacks from network scans that probe
probe devices on a VANET. In this scenario, the IP-RSU can be devices on a VANET. In this scenario, the IP-RSU (or IP-OBU) can be
overwhelmed by processing the network scan requests so that the overwhelmed by processing the network scan requests so that the
capacity and resources of the IP-RSU are exhausted, causing the capacity and resources of the IP-RSU (or IP-OBU) are exhausted,
failure of receiving normal ND messages from other hosts for network causing the failure of receiving normal ND messages from other hosts
address resolution. [RFC6583] describes more about the operational for network address resolution. [RFC6583] describes more about the
problems in the classical IPv6 ND mechanism that can be vulnerable to operational problems in the classical IPv6 ND mechanism that can be
deliberate or accidental DoS attacks and suggests several vulnerable to deliberate or accidental DoS attacks and suggests
implementation guidelines and operational mitigation techniques for several implementation guidelines and operational mitigation
those problems. Nevertheless, for running IPv6 ND in VANET, those techniques for those problems. Nevertheless, for running IPv6 ND in
issues can be more acute since the movements of vehicles can be so VANET, those issues can be acuter since the movements of vehicles can
diverse that there is a wider opportunity for rogue behaviors, and be so diverse that there is a wider opportunity for rogue behaviors,
the failure of networking among vehicles may lead to grave and the failure of networking among vehicles may lead to grave
consequences. consequences.
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 that are controlled by networks from the attacks of malicious nodes that are controlled by
hackers. For safe driving applications (e.g., context-aware hackers. For safe driving applications (e.g., context-aware
navigation, cooperative adaptive cruise control, and platooning), as navigation, cooperative adaptive cruise control, and platooning), as
explained in Section 3.1, the cooperative action among vehicles is explained in Section 3.1, the cooperative action among vehicles is
assumed. Malicious nodes may disseminate wrong driving information assumed. Malicious nodes may disseminate wrong driving information
(e.g., location, speed, and direction) for disturbing safe driving. (e.g., location, speed, and direction) for disturbing safe driving.
For example, a Sybil attack, which tries to confuse a vehicle with For example, a Sybil attack, which tries to confuse a vehicle with
multiple false identities, may disturb a vehicle from taking a safe multiple false identities, may disturb a vehicle from taking a safe
maneuver. Since cybersecurity issues in vehicular networks may cause maneuver. 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. physical safety concerns when designing protocols in IPWAVE.
To identify malicious vehicles among vehicles, an authentication To identify malicious vehicles among vehicles, an authentication
method may be required. A Vehicle Identification Number (VIN) (or a method may be required. A Vehicle Identification Number (VIN) (or a
vehicle manufacturer certificate) and a user certificate (e.g., X.509 vehicle manufacturer certificate) and a user certificate (e.g., X.509
certificate [RFC5280]) along with an in-vehicle device's identifier certificate [RFC5280]) along with an in-vehicle device's identifier
generation can be used to efficiently authenticate a vehicle or its generation can be used to efficiently authenticate a vehicle or its
driver (having a user certificate) through a road infrastructure node driver (having a user certificate) through a road infrastructure node
(e.g., IP-RSU) connected to an authentication server in the vehicular (e.g., IP-RSU) connected to an authentication server in the Vehicular
cloud. This authentication can be used to identify the vehicle that Cloud. This authentication can be used to identify the vehicle that
will communicate with an infrastructure node or another vehicle. In will communicate with an infrastructure node or another vehicle. In
the case where a vehicle has an internal network (called a moving the case where a vehicle has an internal network (called a mobile
network) and elements in the network (e.g., in-vehicle devices and a network) and elements in the network (e.g., in-vehicle devices and a
user's mobile devices), as shown in Figure 2, the elements in the user's mobile devices), as shown in Figure 2, the elements in the
network need to be authenticated individually for safe network need to be authenticated individually for safe
authentication. Also, Transport Layer Security (TLS) certificates authentication. Also, Transport Layer Security (TLS) certificates
[RFC8446] [RFC5280] can be used for an element's authentication to [RFC8446] [RFC5280] can be used for an element's authentication to
allow secure E2E vehicular communications between an element in a allow secure E2E vehicular communications between an element in a
vehicle and another element in a server in a vehicular cloud or vehicle and another element in a server in a Vehicular Cloud or
between an element in a vehicle and another element in another between an element in a vehicle and another element in another
vehicle. vehicle.
6.2. Security Threats in Mobility Management 6.2. Security Threats in Mobility Management
For mobility management, a malicious vehicle can construct multiple For mobility management, a malicious vehicle can construct multiple
virtual bogus vehicles and register them with IP-RSUs and MA. This virtual bogus vehicles and register them with IP-RSUs and MAs. This
registration makes the IP-RSUs and MA waste their resources. The IP- registration makes the IP-RSUs and MAs waste their resources. The
RSUs and MA need to determine whether a vehicle is genuine or bogus IP-RSUs and MAs need to determine whether a vehicle is genuine or
in mobility management. Also, the confidentiality of control packets bogus in mobility management. Also, for the confidentiality of
and data packets among IP-RSUs and MA, the E2E paths (e.g., tunnels) control packets and data packets between IP-RSUs and MAs, the E2E
needs to be protected by secure communication channels. In addition, paths (e.g., tunnels) need to be protected by secure communication
to prevent bogus IP-RSUs and MA from interfering with the IPv6 channels. In addition, to prevent bogus IP-RSUs and MAs from
mobility of vehicles, mutual authentication among them needs to be interfering with the IPv6 mobility of vehicles, mutual authentication
performed by certificates (e.g., TLS certificate). among the IP-RSUs, MAs, and vehicles needs to be performed by
certificates (e.g., TLS certificate).
6.3. Other Threats 6.3. Other Threats
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 on a communications over DSRC or 5G V2X (or LTE V2X) is required on a
highway. In this case, multiple intermediate vehicles as relay nodes highway. In this case, multiple intermediate vehicles as relay nodes
can help to forward association and authentication messages toward an can help to forward association and authentication messages toward an
IP-RSU (gNodeB or eNodeB) connected to an authentication server in IP-RSU (or gNodeB/eNodeB) connected to an authentication server in
the vehicular cloud. In this kind of process, the authentication the Vehicular Cloud. In this kind of process, the authentication
messages forwarded by each vehicle can be delayed or lost, which may messages forwarded by each vehicle can be delayed or lost, which may
increase the construction time of a connection or cause some vehicles increase the construction time of a connection or cause some vehicles
to not be able to be authenticated. to not be able to be authenticated.
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 [Bitcoin]) by approach (e.g., an ECD and blockchain [Bitcoin]) by the help of other
the help of other vehicles and infrastructure. vehicles and infrastructure.
There are trade-offs between centralized and decentralized approaches There are trade-offs between centralized and decentralized approaches
in logging of 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 activities (e.g., transmission time, reception time, and packet
types, such as TCP, UDP, SCTP, QUIC, HTTP, and HTTPS). A centralized types, such as TCP, UDP, SCTP, QUIC, HTTP, and HTTPS). A centralized
approach is more efficient than a decentralized approach in terms of approach is more efficient than a decentralized approach in terms of
logging data collection and processing in a central server in the log data collection and processing in a central server in the
vehicular cloud. However, the centralized approach may cause a Vehicular Cloud. However, the centralized approach may cause a
higher delay than a decentralized approach in terms of the analysis higher delay than a decentralized approach in terms of the analysis
of the logging data and counteraction in a local edge computing of the log data and counteraction in a local ECD or a distributed
device or a distributed database like a blockchain. The centralized database like a blockchain. The centralized approach stores log data
approach stores logging data collected from VANET into a remote collected from VANET into a remote logging server in a Vehicular
logging server in a vehicular cloud as a central cloud, so it takes Cloud as a central cloud, so it takes time to deliver the log data to
time to deliver the logging data to a remote logging server. On the a remote logging server. On the other hand, the decentralized
other hand, the decentralized approach stores the logging data into a approach stores the log data into a nearby edge computing device as a
nearby edge computing device as a local logging server or a nearby local logging server or a nearby blockchain node, which participates
blockchain node, which participates in a blockchain network. On the in a blockchain network. On the stored log data, an analyzer needs
stored logging data, an analyzer needs to perform a machine learning to perform a machine learning technique (e.g., deep learning) and
technique (e.g., deep learning) and seek suspicious behaviors of the seek suspicious behaviors of the vehicles. If such an analyzer is
vehicles. If such an analyzer is located either within or near the located either within or near the edge computing device, it can
edge computing device, it can access the logging data with a short access the log data with a short delay, analyze it quickly, and
delay, analyze it quickly, and generate feedback to allow for a quick generate feedback to allow for a quick counteraction against such
counteraction against such malicious behaviors. On the other hand, malicious behaviors. On the other hand, if the Vehicular Cloud with
if the vehicular cloud with the logging data is far away from a the log data is far away from a problematic VANET with malicious
problematic VANET with malicious behaviors, the centralized approach behaviors, the centralized approach takes a longer time with the
takes a longer time with the analysis of the logging data and the analysis of the log data and the decision-making on malicious
decision-making on malicious behaviors than the decentralized behaviors than the decentralized approach. If the log data is
approach. If the logging data is encrypted by a secret key, it can encrypted by a secret key, it can be protected from the observation
be protected from the observation of a hacker. The secret key of a hacker. The secret key sharing among legal vehicles, ECDs, and
sharing among legal vehicles, edge computing devices, and vehicular Vehicular Clouds should be supported efficiently.
clouds should be supported efficiently.
Logging information can release privacy breakage of a vehicle. The Log data can release privacy breakage of a vehicle. The log data can
logging information can contain the MAC address and IPv6 address for contain the MAC address and IPv6 address for a vehicle's wireless
a vehicle's wireless network interface. If the unique MAC address of network interface. If the unique MAC address of the wireless network
the wireless network interface is used, a hacker can track the interface is used, a hacker can track the vehicle with that MAC
vehicle with that MAC address and can track the privacy information address and can track the privacy information of the vehicle's driver
of the vehicle's driver (e.g., location information). To prevent (e.g., location information). To prevent this privacy breakage, a
this privacy breakage, a MAC address pseudonym can be used for the MAC address pseudonym can be used for the MAC address of the wireless
MAC address of the wireless network interface, and the corresponding network interface, and the corresponding IPv6 address should be based
IPv6 address should be based on such a MAC address pseudonym. By on such a MAC address pseudonym. By solving a privacy issue of a
solving a privacy issue of a vehicle's identity in logging, vehicles vehicle's identity in logging, vehicles may observe each other's
may observe each other's activities to identify any misbehavior activities to identify any misbehaviors without privacy breakage.
without privacy breakage. Once identifying a misbehavior, a vehicle Once identifying a misbehavior, a vehicle shall have a way to either
shall have a way to either isolate itself from others or isolate a isolate itself from others or isolate a suspicious vehicle by
suspicious vehicle by informing other vehicles. informing other vehicles.
For completely secure vehicular networks, we shall embrace the For completely secure vehicular networks, we shall embrace the
concept of "zero-trust" for vehicles where no vehicle is trustable concept of "zero-trust" for vehicles where no vehicle is trustable
and verifying every message (such as IPv6 control messages including and verifying every message (such as IPv6 control messages including
ND, DAD, NUD, and application-layer messages) is necessary. In this ND, DAD, NUD, and application-layer messages) is necessary. In this
way, vehicular networks can defend against many possible way, vehicular networks can defend against many possible
cyberattacks. Thus, we need to have an efficient zero-trust cyberattacks. Thus, we need to have an efficient zero-trust
framework or mechanism for vehicular networks. framework or mechanism for vehicular networks.
For the non-repudiation of the harmful activities from malicious For the non-repudiation of the harmful activities from malicious
skipping to change at line 1672 skipping to change at line 1687
interrupt the E2E communications between two vehicles (or between a interrupt the E2E communications between two vehicles (or between a
vehicle and an IP-RSU) for a long-living transport-layer session. vehicle and an IP-RSU) for a long-living transport-layer session.
However, if this pseudonym is performed without strong E2E However, if this pseudonym is performed without strong E2E
confidentiality (using either IPsec or TLS), there will be no privacy confidentiality (using either IPsec or TLS), there will be no privacy
benefit from changing MAC and IPv6 addresses because an adversary can benefit from changing MAC and IPv6 addresses because an adversary can
observe the change of the MAC and IPv6 addresses and track the observe the change of the MAC and IPv6 addresses and track the
vehicle with those addresses. Thus, the MAC address pseudonym and vehicle with those addresses. Thus, the MAC address pseudonym and
the IPv6 address update should be performed with strong E2E the IPv6 address update should be performed with strong E2E
confidentiality. confidentiality.
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
location information of vehicles and may also include other in- information of vehicles and may also include other in-vehicle
vehicle activities, such as transactions of credit cards. The activities, such as transactions of credit cards. The assumed,
assumed, trusted actors are the owner of a vehicle, an authorized trusted actors are the owner of a vehicle, an authorized vehicle
vehicle service provider (e.g., navigation service provider), and an service provider (e.g., navigation service provider), and an
authorized vehicle manufacturer for providing after-sales services. authorized vehicle manufacturer for providing after-sales services.
In addition, privacy concerns for excessively collecting vehicle In addition, privacy concerns for excessively collecting vehicle
activities from roadway operators, such as public transportation activities from roadway operators, such as public transportation
administrators and private contractors, may also pose threats on administrators and private contractors, may also pose threats on
violating privacy rights of vehicles. It might be interesting to violating privacy rights of vehicles. It might be interesting to
find a solution from a technological point of view along with public find a solution from a technological point of view along with public
policy development for the issue. policy development for the issue.
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 IPv6 addresses of their devices to generate IPv6 packets and
multicast them to nearby vehicles in order to cause confusion that multicast them to nearby vehicles in order to cause confusion that
those vehicles are surrounded by other vehicles or pedestrians. As a those vehicles are surrounded by other vehicles or pedestrians. As a
result, navigation services (e.g., Google Maps [Google-Maps] and Waze result, navigation services (e.g., Google Maps [Google-Maps] and Waze
[Waze]) can be confused with fake road traffic by those vehicles or [Waze]) can be confused with fake road traffic by those vehicles or
smartphones with "fake identifiers" [Fake-Identifier-Attack]. This smartphones with "fake identifiers" [Fake-Identifier-Attack]. This
attack with "fake identifiers" should be detected and handled by attack with "fake identifiers" should be detected and handled by
vehicular networks. To cope with this attack, both legal vehicles vehicular networks. To cope with this attack, both legal vehicles
and legal VRUs' smartphones can be registered with a traffic control and legal VRUs' smartphones can be registered with a TCC and their
center (called TCC) and their locations can be tracked by the TCC. locations can be tracked by the TCC. With this tracking, the TCC can
With this tracking, the TCC can tell the road traffic conditions tell the road traffic conditions caused by those vehicles and
caused by those vehicles and smartphones. In addition, to prevent smartphones. In addition, to prevent hackers from tracking the
hackers from tracking the locations of those vehicles and locations of those vehicles and smartphones, either a MAC address
smartphones, either a MAC address pseudonym [MAC-ADD-RAN] or secure pseudonym [MAC-ADD-RAN] or secure IPv6 address generation [RFC7721]
IPv6 address generation [RFC7721] can be used to protect the privacy can be used to protect the privacy of those vehicles and smartphones.
of those vehicles and smartphones.
7. IANA Considerations 7. IANA Considerations
This document has no IANA actions. This document has no IANA actions.
8. References 8. References
8.1. Normative References 8.1. Normative References
[RFC4861] Narten, T., Nordmark, E., Simpson, W., and H. Soliman, [RFC4861] Narten, T., Nordmark, E., Simpson, W., and H. Soliman,
skipping to change at line 1735 skipping to change at line 1749
2011, <https://www.rfc-editor.org/info/rfc6275>. 2011, <https://www.rfc-editor.org/info/rfc6275>.
[RFC8691] Benamar, N., Härri, J., Lee, J., and T. Ernst, "Basic [RFC8691] Benamar, N., Härri, J., Lee, J., and T. Ernst, "Basic
Support for IPv6 Networks Operating Outside the Context of Support for IPv6 Networks Operating Outside the Context of
a Basic Service Set over IEEE Std 802.11", RFC 8691, a Basic Service Set over IEEE Std 802.11", RFC 8691,
DOI 10.17487/RFC8691, December 2019, DOI 10.17487/RFC8691, December 2019,
<https://www.rfc-editor.org/info/rfc8691>. <https://www.rfc-editor.org/info/rfc8691>.
8.2. Informative References 8.2. Informative References
[AERO] Templin, F. L., Ed., "Automatic Extended Route
Optimization (AERO)", Work in Progress, Internet-Draft,
draft-templin-intarea-aero-11, 10 January 2023,
<https://datatracker.ietf.org/doc/html/draft-templin-
intarea-aero-11>.
[Automotive-Sensing]
Choi, J., Va, V., Gonzalez-Prelcic, N., Daniels, R., Bhat,
C., and R. Heath, "Millimeter-Wave Vehicular Communication
to Support Massive Automotive Sensing", IEEE
Communications Magazine, Volume 54, Issue 12, pp. 160-167,
DOI 10.1109/MCOM.2016.1600071CM, December 2016,
<https://doi.org/10.1109/MCOM.2016.1600071CM>.
[Bitcoin] Nakamoto, S., "Bitcoin: A Peer-to-Peer Electronic Cash
System", <https://bitcoin.org/bitcoin.pdf>.
[CA-Cruise-Control]
California Partners for Advanced Transportation Technology
(PATH), "Cooperative Adaptive Cruise Control",
<https://path.berkeley.edu/research/connected-and-
automated-vehicles/cooperative-adaptive-cruise-control>.
[CASD] Shen, Y., Jeong, J., Oh, T., and S. H. Son, "CASD: A
Framework of Context-Awareness Safety Driving in Vehicular
Networks", 30th International Conference on Advanced
Information Networking and Applications Workshops (WAINA),
DOI 10.1109/WAINA.2016.74, March 2016,
<https://doi.org/10.1109/WAINA.2016.74>.
[CBDN] Kim, J., Kim, S., Jeong, J., Kim, H., Park, J., and T.
Kim, "CBDN: Cloud-Based Drone Navigation for Efficient
Battery Charging in Drone Networks", IEEE Transactions on
Intelligent Transportation Systems, Volume 20, Issue 11,
pp. 4174-4191, DOI 10.1109/TITS.2018.2883058, November
2019, <https://doi.org/10.1109/TITS.2018.2883058>.
[CNP] Mugabarigira, B., Shen, Y., Jeong, J., Oh, T., and H.
Jeong, "Context-Aware Navigation Protocol for Safe Driving
in Vehicular Cyber-Physical Systems", IEEE Transactions on
Intelligent Transportation Systems, Volume 24, Issue 1,
pp. 128-138, DOI 10.1109/TITS.2022.3210753, January 2023,
<https://doi.org/10.1109/TITS.2022.3210753>.
[DFC] Jeong, J., Shen, Y., Kim, S., Choe, D., Lee, K., and Y.
Kim, "DFC: Device-free human counting through WiFi fine-
grained subcarrier information", IET Communications,
Volume 15, Issue 3, pp. 337-350, DOI 10.1049/cmu2.12043,
February 2021, <https://doi.org/10.1049/cmu2.12043>.
[DSRC] ASTM International, "Standard Specification for
Telecommunications and Information Exchange Between
Roadside and Vehicle Systems - 5 GHz Band Dedicated Short
Range Communications (DSRC) Medium Access Control (MAC)
and Physical Layer (PHY) Specifications",
ASTM E2213-03(2010), DOI 10.1520/E2213-03R10, September
2018, <https://doi.org/10.1520/E2213-03R10>.
[EU-2008-671-EC]
European Union, "COMMISSION DECISION of 5 August 2008 on
the harmonised use of radio spectrum in the 5 875-5 905
MHz frequency band for safety-related applications of
Intelligent Transport Systems (ITS)", EU 2008/671/EC,
August 2008, <https://eur-lex.europa.eu/legal-
content/EN/TXT/PDF/?uri=CELEX:32008D0671&rid=7>.
[Fake-Identifier-Attack]
ABC News, "Berlin artist uses handcart full of smartphones
to trick Google Maps' traffic algorithm into thinking
there is traffic jam", February 2020,
<https://www.abc.net.au/news/2020-02-04/man-creates-fake-
traffic-jam-on-google-maps-by-carting-99-phones/11929136>.
[FCC-ITS-Modification]
Federal Communications Commission, "FCC Modernizes 5.9 GHz
Band to Improve Wi-Fi and Automotive Safety", November
2020, <https://www.fcc.gov/document/fcc-modernizes-59-ghz-
band-improve-wi-fi-and-automotive-safety-0>.
[FirstNet] FirstNet Authority, "First Responder Network Authority |
FirstNet", <https://www.firstnet.gov/>.
[FirstNet-Report]
FirstNet, "FY 2017: ANNUAL REPORT TO CONGRESS, Advancing
Public Safety Broadband Communications", FirstNet FY 2017,
December 2017, <https://www.firstnet.gov/system/tdf/
FirstNet-Annual-Report-
FY2017.pdf?file=1&type=node&id=449>.
[FPC-DMM] Matsushima, S., Bertz, L., Liebsch, M., Gundavelli, S.,
Moses, D., and C. E. Perkins, "Protocol for Forwarding
Policy Configuration (FPC) in DMM", Work in Progress,
Internet-Draft, draft-ietf-dmm-fpc-cpdp-14, 22 September
2020, <https://datatracker.ietf.org/doc/html/draft-ietf-
dmm-fpc-cpdp-14>.
[Fuel-Efficient]
van de Hoef, S., Johansson, K., and D. Dimarogonas, "Fuel-
Efficient En Route Formation of Truck Platoons", IEEE
Transactions on Intelligent Transportation Systems, Volume
19, Issue 1, pp. 102-112, DOI 10.1109/TITS.2017.2700021,
January 2018, <https://doi.org/10.1109/TITS.2017.2700021>.
[Google-Maps]
Google, "Google Maps", <https://www.google.com/maps/>.
[Identity-Management]
Wetterwald, M., Hrizi, F., and P. Cataldi, "Cross-layer
identities management in ITS stations", 10th IEEE
International Conference on ITS Telecommunications,
November 2010,
<https://www.eurecom.fr/fr/publication/3205>.
[IEEE-802.11-OCB]
IEEE, "IEEE Standard for Information technology -
Telecommunications and information exchange between
systems Local and metropolitan area networks-Specific
requirements - Part 11: Wireless LAN Medium Access Control
(MAC) and Physical Layer (PHY) Specifications",
DOI 10.1109/IEEESTD.2016.7786995, IEEE Std 802.11-2016,
December 2016,
<https://doi.org/10.1109/IEEESTD.2016.7786995>.
[IEEE-802.11p]
IEEE, "IEEE Standard for Information technology-- Local
and metropolitan area networks-- Specific requirements--
Part 11: Wireless LAN Medium Access Control (MAC) and
Physical Layer (PHY) Specifications Amendment 6: Wireless
Access in Vehicular Environments",
DOI 10.1109/IEEESTD.2010.5514475, IEEE Std 802.11p-2010,
July 2010, <https://doi.org/10.1109/IEEESTD.2010.5514475>.
[In-Car-Network]
Lim, H., Volker, L., and D. Herrscher, "Challenges in a
future IP/Ethernet-based in-car network for real-time
applications", Proceedings of the 48th Design Automation
Conference, pp. 7-12, DOI 10.1145/2024724.2024727, June
2011, <https://doi.org/10.1145/2024724.2024727>.
[IPPL] Nordmark, E., "IP over Intentionally Partially Partitioned
Links", Work in Progress, Internet-Draft, draft-ietf-
intarea-ippl-00, 30 March 2017,
<https://datatracker.ietf.org/doc/html/draft-ietf-intarea-
ippl-00>.
[ISO-ITS-IPv6]
ISO/TC 204, "Intelligent transport systems -
Communications access for land mobiles (CALM) - IPv6
Networking", ISO 21210:2012, June 2012,
<https://www.iso.org/standard/46549.html>.
[ISO-ITS-IPv6-AMD1]
ISO/TC 204, "Intelligent transport systems -
Communications access for land mobiles (CALM) - IPv6
Networking - Amendment 1", ISO 21210:2012/AMD 1:2017,
September 2017, <https://www.iso.org/standard/65691.html>.
[LIFS] Wang, J., Xiong, J., Jiang, H., Jamieson, K., Chen, X.,
Fang, D., and C. Wang, "Low Human-Effort, Device-Free
Localization with Fine-Grained Subcarrier Information",
IEEE Transactions on Mobile Computing, Volume 17, Issue
11, pp. 2550-2563, DOI 10.1109/TMC.2018.2812746, November
2018, <https://doi.org/10.1109/TMC.2018.2812746>.
[MAC-ADD-RAN]
Zúñiga, J. C., Bernardos, CJ., Ed., and A. Andersdotter,
"MAC address randomization", Work in Progress, Internet-
Draft, draft-ietf-madinas-mac-address-randomization-04, 22
October 2022, <https://datatracker.ietf.org/doc/html/
draft-ietf-madinas-mac-address-randomization-04>.
[NHTSA-ACAS-Report]
National Highway Traffic Safety Administration (NHTSA),
"Automotive Collision Avoidance Systems (ACAS) Program
Final Report", DOT HS 809 080, August 2000,
<https://one.nhtsa.gov/people/injury/research/pub/ACAS/
ACAS_index.htm>.
[OMNI] Templin, F. L., Ed., "Transmission of IP Packets over
Overlay Multilink Network (OMNI) Interfaces", Work in
Progress, Internet-Draft, draft-templin-intarea-omni-25,
15 February 2023, <https://datatracker.ietf.org/doc/html/
draft-templin-intarea-omni-25>.
[PARCELS] Templin, F. L., Ed., "IP Parcels", Work in Progress,
Internet-Draft, draft-templin-intarea-parcels-51, 15
February 2023, <https://datatracker.ietf.org/doc/html/
draft-templin-intarea-parcels-51>.
[PSCE] European Commission, "PSCEurope Public Safety
Communications Europe", <https://www.psc-europe.eu/>.
[RCM-USE-CASES]
Henry, J. and Y. Lee, "Randomized and Changing MAC Address
Use Cases", Work in Progress, Internet-Draft, draft-ietf-
madinas-use-cases-03, 6 October 2022,
<https://datatracker.ietf.org/doc/html/draft-ietf-madinas-
use-cases-03>.
[RFC2710] Deering, S., Fenner, W., and B. Haberman, "Multicast [RFC2710] Deering, S., Fenner, W., and B. Haberman, "Multicast
Listener Discovery (MLD) for IPv6", RFC 2710, Listener Discovery (MLD) for IPv6", RFC 2710,
DOI 10.17487/RFC2710, October 1999, DOI 10.17487/RFC2710, October 1999,
<https://www.rfc-editor.org/info/rfc2710>. <https://www.rfc-editor.org/info/rfc2710>.
[RFC3626] Clausen, T., Ed. and P. Jacquet, Ed., "Optimized Link [RFC3626] Clausen, T., Ed. and P. Jacquet, Ed., "Optimized Link
State Routing Protocol (OLSR)", RFC 3626, State Routing Protocol (OLSR)", RFC 3626,
DOI 10.17487/RFC3626, October 2003, DOI 10.17487/RFC3626, October 2003,
<https://www.rfc-editor.org/info/rfc3626>. <https://www.rfc-editor.org/info/rfc3626>.
skipping to change at line 1885 skipping to change at line 2098
[RFC7296] Kaufman, C., Hoffman, P., Nir, Y., Eronen, P., and T. [RFC7296] Kaufman, C., Hoffman, P., Nir, Y., Eronen, P., and T.
Kivinen, "Internet Key Exchange Protocol Version 2 Kivinen, "Internet Key Exchange Protocol Version 2
(IKEv2)", STD 79, RFC 7296, DOI 10.17487/RFC7296, October (IKEv2)", STD 79, RFC 7296, DOI 10.17487/RFC7296, October
2014, <https://www.rfc-editor.org/info/rfc7296>. 2014, <https://www.rfc-editor.org/info/rfc7296>.
[RFC7333] Chan, H., Ed., Liu, D., Seite, P., Yokota, H., and J. [RFC7333] Chan, H., Ed., Liu, D., Seite, P., Yokota, H., and J.
Korhonen, "Requirements for Distributed Mobility Korhonen, "Requirements for Distributed Mobility
Management", RFC 7333, DOI 10.17487/RFC7333, August 2014, Management", RFC 7333, DOI 10.17487/RFC7333, August 2014,
<https://www.rfc-editor.org/info/rfc7333>. <https://www.rfc-editor.org/info/rfc7333>.
[RFC7427] Kivinen, T. and J. Snyder, "Signature Authentication in
the Internet Key Exchange Version 2 (IKEv2)", RFC 7427,
DOI 10.17487/RFC7427, January 2015,
<https://www.rfc-editor.org/info/rfc7427>.
[RFC7429] Liu, D., Ed., Zuniga, JC., Ed., Seite, P., Chan, H., and [RFC7429] Liu, D., Ed., Zuniga, JC., Ed., Seite, P., Chan, H., and
CJ. Bernardos, "Distributed Mobility Management: Current CJ. Bernardos, "Distributed Mobility Management: Current
Practices and Gap Analysis", RFC 7429, Practices and Gap Analysis", RFC 7429,
DOI 10.17487/RFC7429, January 2015, DOI 10.17487/RFC7429, January 2015,
<https://www.rfc-editor.org/info/rfc7429>. <https://www.rfc-editor.org/info/rfc7429>.
[RFC7427] Kivinen, T. and J. Snyder, "Signature Authentication in
the Internet Key Exchange Version 2 (IKEv2)", RFC 7427,
DOI 10.17487/RFC7427, January 2015,
<https://www.rfc-editor.org/info/rfc7427>.
[RFC7466] Dearlove, C. and T. Clausen, "An Optimization for the [RFC7466] Dearlove, C. and T. Clausen, "An Optimization for the
Mobile Ad Hoc Network (MANET) Neighborhood Discovery Mobile Ad Hoc Network (MANET) Neighborhood Discovery
Protocol (NHDP)", RFC 7466, DOI 10.17487/RFC7466, March Protocol (NHDP)", RFC 7466, DOI 10.17487/RFC7466, March
2015, <https://www.rfc-editor.org/info/rfc7466>. 2015, <https://www.rfc-editor.org/info/rfc7466>.
[RFC7721] Cooper, A., Gont, F., and D. Thaler, "Security and Privacy [RFC7721] Cooper, A., Gont, F., and D. Thaler, "Security and Privacy
Considerations for IPv6 Address Generation Mechanisms", Considerations for IPv6 Address Generation Mechanisms",
RFC 7721, DOI 10.17487/RFC7721, March 2016, RFC 7721, DOI 10.17487/RFC7721, March 2016,
<https://www.rfc-editor.org/info/rfc7721>. <https://www.rfc-editor.org/info/rfc7721>.
skipping to change at line 1971 skipping to change at line 2184
"Temporary Address Extensions for Stateless Address "Temporary Address Extensions for Stateless Address
Autoconfiguration in IPv6", RFC 8981, Autoconfiguration in IPv6", RFC 8981,
DOI 10.17487/RFC8981, February 2021, DOI 10.17487/RFC8981, February 2021,
<https://www.rfc-editor.org/info/rfc8981>. <https://www.rfc-editor.org/info/rfc8981>.
[RFC9000] Iyengar, J., Ed. and M. Thomson, Ed., "QUIC: A UDP-Based [RFC9000] Iyengar, J., Ed. and M. Thomson, Ed., "QUIC: A UDP-Based
Multiplexed and Secure Transport", RFC 9000, Multiplexed and Secure Transport", RFC 9000,
DOI 10.17487/RFC9000, May 2021, DOI 10.17487/RFC9000, May 2021,
<https://www.rfc-editor.org/info/rfc9000>. <https://www.rfc-editor.org/info/rfc9000>.
[RFC9099] Vyncke, É., Chittimaneni, K., Kaeo, M., and E. Rey,
"Operational Security Considerations for IPv6 Networks",
RFC 9099, DOI 10.17487/RFC9099, August 2021,
<https://www.rfc-editor.org/info/rfc9099>.
[RFC9119] Perkins, C., McBride, M., Stanley, D., Kumari, W., and JC. [RFC9119] Perkins, C., McBride, M., Stanley, D., Kumari, W., and JC.
Zúñiga, "Multicast Considerations over IEEE 802 Wireless Zúñiga, "Multicast Considerations over IEEE 802 Wireless
Media", RFC 9119, DOI 10.17487/RFC9119, October 2021, Media", RFC 9119, DOI 10.17487/RFC9119, October 2021,
<https://www.rfc-editor.org/info/rfc9119>. <https://www.rfc-editor.org/info/rfc9119>.
[IPPL] Nordmark, E., "IP over Intentionally Partially Partitioned
Links", Work in Progress, Internet-Draft, draft-ietf-
intarea-ippl-00, 30 March 2017,
<https://datatracker.ietf.org/doc/html/draft-ietf-intarea-
ippl-00>.
[RFC9300] Farinacci, D., Fuller, V., Meyer, D., Lewis, D., and A. [RFC9300] Farinacci, D., Fuller, V., Meyer, D., Lewis, D., and A.
Cabellos, Ed., "The Locator/ID Separation Protocol Cabellos, Ed., "The Locator/ID Separation Protocol
(LISP)", RFC 9300, DOI 10.17487/RFC9300, October 2022, (LISP)", RFC 9300, DOI 10.17487/RFC9300, October 2022,
<https://www.rfc-editor.org/info/rfc9300>. <https://www.rfc-editor.org/info/rfc9300>.
[AERO] Templin, F. L., Ed., "Automatic Extended Route [SAINT] Jeong, J., Jeong, H., Lee, E., Oh, T., and D. H. C. Du,
Optimization (AERO)", Work in Progress, Internet-Draft, "SAINT: Self-Adaptive Interactive Navigation Tool for
draft-templin-intarea-aero-11, 10 January 2023, Cloud-Based Vehicular Traffic Optimization", IEEE
<https://datatracker.ietf.org/doc/html/draft-templin- Transactions on Vehicular Technology, Volume 65, Issue 6,
intarea-aero-11>. pp. 4053-4067, DOI 10.1109/TVT.2015.2476958, June 2016,
<https://doi.org/10.1109/TVT.2015.2476958>.
[OMNI] Templin, F. L., Ed., "Transmission of IP Packets over [SAINTplus]
Overlay Multilink Network (OMNI) Interfaces", Work in Shen, Y., Lee, J., Jeong, H., Jeong, J., Lee, E., and D.
Progress, Internet-Draft, draft-templin-intarea-omni-11, H. C. Du, "SAINT+: Self-Adaptive Interactive Navigation
10 January 2023, <https://datatracker.ietf.org/doc/html/ Tool+ for Emergency Service Delivery Optimization", IEEE
draft-templin-intarea-omni-11>. Transactions on Intelligent Transportation Systems, Volume
19, Issue 4, pp. 1038-1053, DOI 10.1109/TITS.2017.2710881,
June 2017, <https://doi.org/10.1109/TITS.2017.2710881>.
[UAM-ITS] Templin, F., Ed., "Urban Air Mobility Implications for [SANA] Hwang, T. and J. Jeong, "SANA: Safety-Aware Navigation
Intelligent Transportation Systems", Work in Progress, Application for Pedestrian Protection in Vehicular
Internet-Draft, draft-templin-ipwave-uam-its-04, 4 January Networks", Lecture Notes in Computer Science book series
2021, <https://datatracker.ietf.org/doc/html/draft- (LNISA, Volume 9502), DOI 10.1007/978-3-319-27293-1_12,
templin-ipwave-uam-its-04>. December 2015,
<https://doi.org/10.1007/978-3-319-27293-1_12>.
[PARCELS] Templin, F. L., Ed., "IP Parcels", Work in Progress, [Scrambler-Attack]
Internet-Draft, draft-templin-intarea-parcels-19, 10 Bloessl, B., Sommer, C., Dressier, F., and D. Eckhoff,
January 2023, <https://datatracker.ietf.org/doc/html/ "The scrambler attack: A robust physical layer attack on
draft-templin-intarea-parcels-19>. location privacy in vehicular networks", 2015
International Conference on Computing, Networking and
Communications (ICNC), DOI 10.1109/ICCNC.2015.7069376,
February 2015,
<https://doi.org/10.1109/ICCNC.2015.7069376>.
[FPC-DMM] Matsushima, S., Bertz, L., Liebsch, M., Gundavelli, S., [SEC-PRIV] Jeong, J., Ed., Shen, Y., Jung, H., Park, J., and T. Oh,
Moses, D., and C. E. Perkins, "Protocol for Forwarding "Basic Support for Security and Privacy in IP-Based
Policy Configuration (FPC) in DMM", Work in Progress, Vehicular Networks", Work in Progress, Internet-Draft,
Internet-Draft, draft-ietf-dmm-fpc-cpdp-14, 22 September draft-jeong-ipwave-security-privacy-06, 25 July 2022,
2020, <https://datatracker.ietf.org/doc/html/draft-ietf- <https://datatracker.ietf.org/doc/html/draft-jeong-ipwave-
dmm-fpc-cpdp-14>. security-privacy-06>.
[WIRELESS-ND] [SignalGuru]
Thubert, P., Ed., "IPv6 Neighbor Discovery on Wireless Koukoumidis, E., Peh, L., and M. Martonosi, "SignalGuru:
Networks", Work in Progress, Internet-Draft, draft- leveraging mobile phones for collaborative traffic signal
thubert-6man-ipv6-over-wireless-12, 11 October 2022, schedule advisory", MobiSys '11: Proceedings of the 9th
<https://datatracker.ietf.org/doc/html/draft-thubert-6man- international conference on Mobile systems, applications,
ipv6-over-wireless-12>. and services, pp. 127-140, DOI 10.1145/1999995.2000008,
June 2011, <https://doi.org/10.1145/1999995.2000008>.
[MAC-ADD-RAN] [TR-22.886-3GPP]
Zúñiga, J. C., Bernardos, CJ., Ed., and A. Andersdotter, 3GPP, "Study on enhancement of 3GPP support for 5G V2X
"MAC address randomization", Work in Progress, Internet- services", 3GPP TS 22.886 16.2.0, December 2018,
Draft, draft-ietf-madinas-mac-address-randomization-04, 22 <https://portal.3gpp.org/desktopmodules/Specifications/
October 2022, <https://datatracker.ietf.org/doc/html/ SpecificationDetails.aspx?specificationId=3108>.
draft-ietf-madinas-mac-address-randomization-04>.
[RCM-USE-CASES] [Truck-Platooning]
Henry, J. and Y. Lee, "Randomized and Changing MAC Address California Partners for Advanced Transportation Technology
Use Cases", Work in Progress, Internet-Draft, draft-ietf- (PATH), "Truck Platooning",
madinas-use-cases-03, 6 October 2022, <https://path.berkeley.edu/research/connected-and-
<https://datatracker.ietf.org/doc/html/draft-ietf-madinas- automated-vehicles/truck-platooning>.
use-cases-03>.
[VEHICULAR-ND] [TS-23.285-3GPP]
Jeong, J., Ed., Shen, Y., Kwon, J., and S. Cespedes, 3GPP, "Architecture enhancements for V2X services", 3GPP
"Vehicular Neighbor Discovery for IP-Based Vehicular TS 23.285 16.2.0, December 2019,
Networks", Work in Progress, Internet-Draft, draft-jeong- <https://portal.3gpp.org/desktopmodules/Specifications/
ipwave-vehicular-neighbor-discovery-14, 25 July 2022, SpecificationDetails.aspx?specificationId=3078>.
<https://datatracker.ietf.org/doc/html/draft-jeong-ipwave-
vehicular-neighbor-discovery-14>. [TS-23.287-3GPP]
3GPP, "Architecture enhancements for 5G System (5GS) to
support Vehicle-to-Everything (V2X) services", 3GPP
TS 23.287 16.2.0, March 2020,
<https://portal.3gpp.org/desktopmodules/Specifications/
SpecificationDetails.aspx?specificationId=3578>.
[UAM-ITS] Templin, F., Ed., "Urban Air Mobility Implications for
Intelligent Transportation Systems", Work in Progress,
Internet-Draft, draft-templin-ipwave-uam-its-04, 4 January
2021, <https://datatracker.ietf.org/doc/html/draft-
templin-ipwave-uam-its-04>.
[Vehicular-BlockChain]
Dorri, A., Steger, M., Kanhere, S., and R. Jurdak,
"BlockChain: A Distributed Solution to Automotive Security
and Privacy", IEEE Communications Magazine, Volume 55,
Issue 12, pp. 119-125, DOI 10.1109/MCOM.2017.1700879,
December 2017,
<https://doi.org/10.1109/MCOM.2017.1700879>.
[VEHICULAR-MM] [VEHICULAR-MM]
Jeong, J., Ed., Mugabarigira, B., Shen, Y., and H. Jung, Jeong, J., Ed., Mugabarigira, B., Shen, Y., and H. Jung,
"Vehicular Mobility Management for IP-Based Vehicular "Vehicular Mobility Management for IP-Based Vehicular
Networks", Work in Progress, Internet-Draft, draft-jeong- Networks", Work in Progress, Internet-Draft, draft-jeong-
ipwave-vehicular-mobility-management-08, 25 July 2022, ipwave-vehicular-mobility-management-09, 4 February 2023,
<https://datatracker.ietf.org/doc/html/draft-jeong-ipwave- <https://datatracker.ietf.org/doc/html/draft-jeong-ipwave-
vehicular-mobility-management-08>. vehicular-mobility-management-09>.
[SEC-PRIV] Jeong, J., Ed., Shen, Y., Jung, H., Park, J., and T. Oh, [VEHICULAR-ND]
"Basic Support for Security and Privacy in IP-Based Jeong, J., Ed., Shen, Y., Kwon, J., and S. Cespedes,
Vehicular Networks", Work in Progress, Internet-Draft, "Vehicular Neighbor Discovery for IP-Based Vehicular
draft-jeong-ipwave-security-privacy-06, 25 July 2022, Networks", Work in Progress, Internet-Draft, draft-jeong-
ipwave-vehicular-neighbor-discovery-15, 4 February 2023,
<https://datatracker.ietf.org/doc/html/draft-jeong-ipwave- <https://datatracker.ietf.org/doc/html/draft-jeong-ipwave-
security-privacy-06>. vehicular-neighbor-discovery-15>.
[DSRC] ASTM International, "Standard Specification for
Telecommunications and Information Exchange Between
Roadside and Vehicle Systems - 5 GHz Band Dedicated Short
Range Communications (DSRC) Medium Access Control (MAC)
and Physical Layer (PHY) Specifications",
ASTM E2213-03(2010), DOI 10.1520/E2213-03R10, September
2018, <https://doi.org/10.1520/E2213-03R10>.
[EU-2008-671-EC]
European Union, "COMMISSION DECISION of 5 August 2008 on
the harmonised use of radio spectrum in the 5 875-5 905
MHz frequency band for safety-related applications of
Intelligent Transport Systems (ITS)", EU 2008/671/EC,
August 2008, <https://eur-lex.europa.eu/legal-
content/EN/TXT/PDF/?uri=CELEX:32008D0671&rid=7>.
[IEEE-802.11p]
IEEE, "IEEE Standard for Information technology-- Local
and metropolitan area networks-- Specific requirements--
Part 11: Wireless LAN Medium Access Control (MAC) and
Physical Layer (PHY) Specifications Amendment 6: Wireless
Access in Vehicular Environments",
DOI 10.1109/IEEESTD.2010.5514475, IEEE Std 802.11p-2010,
July 2010, <https://doi.org/10.1109/IEEESTD.2010.5514475>.
[IEEE-802.11-OCB] [VIP-WAVE] Cespedes, S., Lu, N., and X. Shen, "VIP-WAVE: On the
IEEE, "IEEE Standard for Information technology - Feasibility of IP Communications in 802.11p Vehicular
Telecommunications and information exchange between Networks", IEEE Transactions on Intelligent Transportation
systems Local and metropolitan area networks-Specific Systems, Volume 14, Issue 1, pp. 82-97,
requirements - Part 11: Wireless LAN Medium Access Control DOI 10.1109/TITS.2012.2206387, March 2013,
(MAC) and Physical Layer (PHY) Specifications", <https://doi.org/10.1109/TITS.2012.2206387>.
DOI 10.1109/IEEESTD.2016.7786995, IEEE Std 802.11-2016,
December 2016,
<https://doi.org/10.1109/IEEESTD.2016.7786995>.
[WAVE-1609.0] [WAVE-1609.0]
IEEE, "IEEE Guide for Wireless Access in Vehicular IEEE, "IEEE Guide for Wireless Access in Vehicular
Environments (WAVE) - Architecture", Environments (WAVE) - Architecture",
DOI 10.1109/IEEESTD.2014.6755433, IEEE Std 1609.0-2013, DOI 10.1109/IEEESTD.2014.6755433, IEEE Std 1609.0-2013,
March 2014, March 2014,
<https://doi.org/10.1109/IEEESTD.2014.6755433>. <https://doi.org/10.1109/IEEESTD.2014.6755433>.
[WAVE-1609.2] [WAVE-1609.2]
IEEE, "IEEE Standard for Wireless Access in Vehicular IEEE, "IEEE Standard for Wireless Access in Vehicular
skipping to change at line 2124 skipping to change at line 2335
April 2016, April 2016,
<https://doi.org/10.1109/IEEESTD.2016.7458115>. <https://doi.org/10.1109/IEEESTD.2016.7458115>.
[WAVE-1609.4] [WAVE-1609.4]
IEEE, "IEEE Standard for Wireless Access in Vehicular IEEE, "IEEE Standard for Wireless Access in Vehicular
Environments (WAVE) - Multi-Channel Operation", Environments (WAVE) - Multi-Channel Operation",
DOI 10.1109/IEEESTD.2016.7435228, IEEE Std 1609.4-2016, DOI 10.1109/IEEESTD.2016.7435228, IEEE Std 1609.4-2016,
March 2016, March 2016,
<https://doi.org/10.1109/IEEESTD.2016.7435228>. <https://doi.org/10.1109/IEEESTD.2016.7435228>.
[ISO-ITS-IPv6]
ISO/TC 204, "Intelligent transport systems -
Communications access for land mobiles (CALM) - IPv6
Networking", ISO 21210:2012, June 2012,
<https://www.iso.org/standard/46549.html>.
[ISO-ITS-IPv6-AMD1]
ISO/TC 204, "Intelligent transport systems -
Communications access for land mobiles (CALM) - IPv6
Networking - Amendment 1", ISO 21210:2012/AMD 1:2017,
September 2017, <https://www.iso.org/standard/65691.html>.
[TS-23.285-3GPP]
3GPP, "Architecture enhancements for V2X services", 3GPP
TS 23.285 16.2.0, December 2019,
<https://portal.3gpp.org/desktopmodules/Specifications/
SpecificationDetails.aspx?specificationId=3078>.
[TR-22.886-3GPP]
3GPP, "Study on enhancement of 3GPP support for 5G V2X
services", 3GPP TS 22.886 16.2.0, December 2018,
<https://portal.3gpp.org/desktopmodules/Specifications/
SpecificationDetails.aspx?specificationId=3108>.
[TS-23.287-3GPP]
3GPP, "Architecture enhancements for 5G System (5GS) to
support Vehicle-to-Everything (V2X) services", 3GPP
TS 23.287 16.2.0, March 2020,
<https://portal.3gpp.org/desktopmodules/Specifications/
SpecificationDetails.aspx?specificationId=3578>.
[VIP-WAVE] Cespedes, S., Lu, N., and X. Shen, "VIP-WAVE: On the
Feasibility of IP Communications in 802.11p Vehicular
Networks", IEEE Transactions on Intelligent Transportation
Systems, Volume 14, Issue 1,
DOI 10.1109/TITS.2012.2206387, March 2013,
<https://doi.org/10.1109/TITS.2012.2206387>.
[Identity-Management]
Wetterwald, M., Hrizi, F., and P. Cataldi, "Cross-layer
identities management in ITS stations", 10th IEEE
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Appendix A. Support of Multiple Radio Technologies for V2V Appendix A. Support of Multiple Radio Technologies for V2V
Vehicular networks may consist of multiple radio technologies, such Vehicular networks may consist of multiple radio technologies, such
as DSRC and 5G V2X. Although a Layer 2 solution can provide support as DSRC and 5G V2X (or LTE V2X). Although a Layer 2 solution can
for multihop communications in vehicular networks, the scalability provide support for multihop communications in vehicular networks,
issue related to multihop forwarding still remains when vehicles need the scalability issue related to multihop forwarding still remains
to disseminate or forward packets toward destinations that are when vehicles need to disseminate or forward packets toward
multiple hops away. In addition, the IPv6-based approach for V2V as destinations that are multiple hops away. In addition, the
a network-layer protocol can accommodate multiple radio technologies IPv6-based approach for V2V as a network-layer protocol can
as MAC protocols, such as DSRC and 5G V2X. Therefore, the existing accommodate multiple radio technologies as MAC protocols, such as
IPv6 protocol can be augmented through the addition of a virtual DSRC and 5G V2X (or LTE V2X). Therefore, the existing IPv6 protocol
interface (e.g., OMNI [OMNI] and DLEP [RFC8175]) and/or protocol can be augmented through the addition of a virtual interface (e.g.,
changes in order to support both wireless single-hop/multihop V2V OMNI [OMNI] and DLEP [RFC8175]) and/or protocol changes in order to
communications and multiple radio technologies in vehicular networks. support both wireless single-hop/multihop V2V communications and
In such a way, vehicles can communicate with each other by V2V multiple radio technologies in vehicular networks. In such a way,
communications to share either an emergency situation or road hazard vehicles can communicate with each other by V2V communications to
information on a highway having multiple kinds of radio technologies. share either an emergency situation or road hazard information on a
highway having multiple radio technologies.
Appendix B. Support of Multihop V2X Networking Appendix B. Support of Multihop V2X Networking
The multihop V2X networking can be supported by RPL (IPv6 Routing The multihop V2X networking can be supported by RPL (IPv6 Routing
Protocol for Low-Power and Lossy Networks) [RFC6550] and Overlay Protocol for Low-Power and Lossy Networks) [RFC6550] and Overlay
Multilink Network Interface [OMNI] with AERO [AERO]. Multilink Network Interface [OMNI] with AERO [AERO].
RPL defines an IPv6 routing protocol for Low-Power and Lossy Networks RPL defines an IPv6 routing protocol for Low-Power and Lossy Networks
(LLNs) as being mostly designed for home automation routing, building (LLNs) as being mostly designed for home automation routing, building
automation routing, industrial routing, and urban LLN routing. It automation routing, industrial routing, and urban LLN routing. It
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only optimizes the routes to and from the root, allowing peer-to-peer only optimizes the routes to and from the root, allowing peer-to-peer
(P2P) paths to be stretched. Although RPL installs its routes (P2P) paths to be stretched. Although RPL installs its routes
proactively, it only maintains them lazily, that is, in reaction to proactively, it only maintains them lazily, that is, in reaction to
actual traffic or as a slow background activity. Additionally, RPL actual traffic or as a slow background activity. Additionally, RPL
leverages the concept of an OF, which allows adapting the activity of leverages the concept of an OF, which allows adapting the activity of
the routing protocol to use cases, e.g., type, speed, and quality of the routing protocol to use cases, e.g., type, speed, and quality of
the radios. RPL does not need to converge and provides connectivity the radios. RPL does not need to converge and provides connectivity
to most nodes most of the time. The default route toward the root is to 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 and There are two modes for routing in RPL: non-storing mode and storing
storing mode. In non-storing mode, a node inside the mesh or swarm mode. In non-storing mode, a node inside the mesh or swarm that
that changes its point(s) of attachment to the graph informs the root changes its point(s) of attachment to the graph informs the root with
with a single unicast packet flowing along the default route, and the a single unicast packet flowing along the default route, and the
connectivity is restored immediately; this mode is preferable for use connectivity is restored immediately; this mode is preferable for use
cases where Internet connectivity is dominant. On the other hand, in cases where Internet connectivity is dominant. On the other hand, in
storing mode, the routing stretch is reduced for better P2P storing mode, the routing stretch is reduced for better P2P
connectivity, and the Internet connectivity is restored more slowly connectivity, and the Internet connectivity is restored more slowly
during the time for the DV operation to operate hop-by-hop. While an during the time for the DV operation to operate hop-by-hop. While an
RPL topology can quickly scale up and down and fit the needs of RPL topology can quickly scale up and down and fit the needs of
mobility of vehicles, the total performance of the system will also mobility of vehicles, the total performance of the system will also
depend on how quickly a node can form an address, join the mesh depend on how quickly a node can form an address, join the mesh
(including Authentication, Authorization, and Accounting (AAA)), and (including Authentication, Authorization, and Accounting (AAA)), and
manage its global mobility to become reachable from another node manage its global mobility to become reachable from another node
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multihop V2V communication between vehicles in multiple forwarding multihop V2V communication between vehicles in multiple forwarding
hops via intermediate vehicles with OMNI links. It also supports hops via intermediate vehicles with OMNI links. It also supports
multihop V2I communication between a vehicle and an infrastructure multihop V2I communication between a vehicle and an infrastructure
access point by multihop V2V communication. The OMNI interface access point by multihop V2V communication. The OMNI interface
supports an NBMA link model where multihop V2V and V2I communications supports an NBMA link model where multihop V2V and V2I communications
use each mobile node's ULAs without need for any DAD or MLD use each mobile node's ULAs without need for any DAD or MLD
messaging. messaging.
In the OMNI protocol, an OMNI virtual interface can have a ULA In the OMNI protocol, an OMNI virtual interface can have a ULA
[RFC4193] indeed, but wireless physical interfaces associated with [RFC4193] indeed, but wireless physical interfaces associated with
the OMNI virtual interface are using any prefix. The ULA supports the OMNI virtual interface can use any prefixes. The ULA supports
both V2V and V2I multihop forwarding within the vehicular network both V2V and V2I multihop forwarding within the vehicular network
(e.g., via a VANET routing protocol) while each vehicle can (e.g., via a VANET routing protocol) while each vehicle can
communicate with Internet correspondents using global IPv6 addresses communicate with Internet correspondents using IPv6 global addresses
via OMNI interface encapsulation over the wireless interface. via OMNI interface encapsulation over the wireless interface.
For the control traffic overhead for running both vehicular ND and a For the control traffic overhead for running both vehicular ND and a
VANET routing protocol, the AERO/OMNI approach may avoid this issue VANET routing protocol, the AERO/OMNI approach may avoid this issue
by using MANET routing protocols only (i.e., no multicast of IPv6 ND by using MANET routing protocols only (i.e., no multicast of IPv6 ND
messaging) in the wireless underlay network while applying efficient messaging) in the wireless underlay network while applying efficient
unicast IPv6 ND messaging in the OMNI overlay on an as-needed basis unicast IPv6 ND messaging in the OMNI overlay on an as-needed basis
for router discovery and NUD. This greatly reduces the overhead for for router discovery and NUD. This greatly reduces the overhead for
VANET-wide multicasting while providing agile accommodation for VANET-wide multicasting while providing agile accommodation for
dynamic topology changes. dynamic topology changes.
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In the host-based mobility scheme (e.g., MIPv6), an IP-RSU plays the In the host-based mobility scheme (e.g., MIPv6), an IP-RSU plays the
role of a home agent. On the other hand, in the network-based role of a home agent. On the other hand, in the network-based
mobility scheme (e.g., PMIPv6), an MA plays the role of a mobility mobility scheme (e.g., PMIPv6), an MA plays the role of a mobility
management controller, such as a Local Mobility Anchor (LMA) in management controller, such as a Local Mobility Anchor (LMA) in
PMIPv6, which also serves vehicles as a home agent, and an IP-RSU PMIPv6, which also serves vehicles as a home agent, and an IP-RSU
plays the role of an access router, such as a Mobile Access Gateway plays the role of an access router, such as a Mobile Access Gateway
(MAG) in PMIPv6 [RFC5213]. The host-based mobility scheme needs (MAG) in PMIPv6 [RFC5213]. The host-based mobility scheme needs
client functionality in the IPv6 stack of a vehicle as a mobile node client functionality in the IPv6 stack of a vehicle as a mobile node
for mobility signaling message exchange between the vehicle and home for mobility signaling message exchange between the vehicle and home
agent. On the other hand, the network-based mobility scheme does not agent. On the other hand, the network-based mobility scheme does not
need such 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.
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 [RFC7429]) can mitigate the distributed mobility scheme (e.g., DMM [RFC7429]) can mitigate the
scalability issue by distributing multiple MAs in the vehicular scalability issue by distributing multiple MAs in the vehicular
network such that they are positioned closer to vehicles for route network such that they are positioned closer to vehicles for route
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using the concept of Software-Defined Networking (SDN) [RFC7149] using the concept of Software-Defined Networking (SDN) [RFC7149]
[FPC-DMM]. Note that Forwarding Policy Configuration (FPC) in [FPC-DMM]. Note that Forwarding Policy Configuration (FPC) in
[FPC-DMM], which is a flexible mobility management system, can manage [FPC-DMM], which is a flexible mobility management system, can manage
the separation of data plane and control plane in DMM. In SDN, the the separation of data plane and control plane in DMM. In SDN, the
control plane and data plane are separated for the efficient control plane and data plane are separated for the efficient
management of forwarding elements (e.g., switches and routers) where management of forwarding elements (e.g., switches and routers) where
an SDN controller configures the forwarding elements in a centralized an SDN controller configures the forwarding elements in a centralized
way, and they perform packet forwarding according to their forwarding way, and they perform packet forwarding according to their forwarding
tables that are configured by the SDN controller. An MA as an SDN tables that are configured by the SDN controller. An MA as an SDN
controller needs to efficiently configure and monitor its IP-RSUs and controller needs to efficiently configure and monitor its IP-RSUs and
vehicles for mobility management, location management, and security vehicles for mobility management and security services.
services.
Appendix D. Support of MTU Diversity for IP-Based Vehicular Networks Appendix D. Support of MTU Diversity for IP-Based Vehicular Networks
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
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reliable path MTU determination service for TCP [RFC4821] and UDP reliable path MTU determination service for TCP [RFC4821] and UDP
[RFC8899]; however, the MTUs discovered are always limited by the [RFC8899]; however, the MTUs discovered are always limited by the
most restrictive link MTU in the path (often 1500 octets or smaller). most restrictive link MTU in the path (often 1500 octets or smaller).
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 in the Internet architecture known as the "OMNI Adaptation
Layer (OAL)". The OAL allows end systems that configure an OMNI Layer (OAL)". The OAL allows end systems that configure an OMNI
interface to utilize a full 65535-octet MTU by leveraging the IPv6 interface to utilize a full 65535-octet MTU by leveraging the IPv6
fragmentation and reassembly service during encapsulation to produce fragmentation and reassembly service during encapsulation to produce
fragment sizes that are assured of traversing the path without loss fragment sizes that are assured of traversing the path without loss
due to a size restriction. (This allows end systems to send packets due to a size restriction. Thus, this allows end systems to send
that are often much larger than the actual path MTU.) packets that are often much larger than the actual path MTU.
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 if fragmentation is needed. The OAL further supports even larger
packet sizes through the IP Parcels construct [PARCELS], which packet sizes through the IP Parcels construct [PARCELS], which
provides "packets-in-packet" encapsulation for a total size up to 4 provides "packets-in-packet" encapsulation for a total size up to 4
MB. Together, the OAL and IP Parcels will provide a revolutionary MB. Together, the OAL and IP Parcels will provide a revolutionary
new capability for greater efficiency in both mobile and fixed new capability for greater efficiency in both mobile and fixed
networks. On the other hand, due to the highly dynamic nature of networks. On the other hand, due to the highly dynamic nature of
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Program Fund, Grant # 2019-199458 (3696), and by ANID Chile Basal Program Fund, Grant # 2019-199458 (3696), and by ANID Chile Basal
Project FB0008. Project FB0008.
Contributors Contributors
This document is a group work of the IPWAVE working group, greatly This document is a group work of the IPWAVE working group, greatly
benefiting from inputs and texts by Rex Buddenberg (Naval benefiting from inputs and texts by Rex Buddenberg (Naval
Postgraduate School), Thierry Ernst (YoGoKo), Bokor Laszlo (Budapest Postgraduate School), Thierry Ernst (YoGoKo), Bokor Laszlo (Budapest
University of Technology and Economics), Jose Santa Lozanoi University of Technology and Economics), Jose Santa Lozanoi
(Universidad of Murcia), Richard Roy (MIT), Francois Simon (Pilot), (Universidad of Murcia), Richard Roy (MIT), Francois Simon (Pilot),
Sri Gundavelli (Cisco), Erik Nordmark, Dirk von Hugo (Deutsche Sri Gundavelli (Cisco), Erik Nordmark (Zededa), Dirk von Hugo
Telekom), Pascal Thubert (Cisco), Carlos Bernardos (UC3M), Russ (Deutsche Telekom), Pascal Thubert (Cisco), Carlos Bernardos (UC3M),
Housley (Vigil Security), Suresh Krishnan (Kaloom), Nancy Cam-Winget Russ Housley (Vigil Security), Suresh Krishnan (Cisco), Nancy Cam-
(Cisco), Fred L. Templin (The Boeing Company), Jung-Soo Park (ETRI), Winget (Cisco), Fred L. Templin (The Boeing Company), Jung-Soo Park
Zeungil (Ben) Kim (Hyundai Motors), Kyoungjae Sun (Soongsil (ETRI), Zeungil (Ben) Kim (Hyundai Motors), Kyoungjae Sun (Soongsil
University), Zhiwei Yan (CNNIC), YongJoon Joe (LSware), Peter E. Yee University), Zhiwei Yan (CNNIC), YongJoon Joe (LSware), Peter E. Yee
(Akayla), and Erik Kline. The authors sincerely appreciate their (Akayla), and Erik Kline (Aalyria). The authors sincerely appreciate
contributions. their contributions.
The following are coauthors of this document: The following are coauthors of this document:
Nabil Benamar Nabil Benamar
Department of Computer Sciences, Department of Computer Sciences,
High School of Technology of Meknes High School of Technology of Meknes
Moulay Ismail University Moulay Ismail University
Morocco Morocco
Phone: +212 6 70 83 22 36 Phone: +212 6 70 83 22 36
Email: benamar73@gmail.com Email: benamar73@gmail.com
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