idnits 2.17.1 draft-ietf-ipwave-vehicular-networking-11.txt: Checking boilerplate required by RFC 5378 and the IETF Trust (see https://trustee.ietf.org/license-info): ---------------------------------------------------------------------------- No issues found here. Checking nits according to https://www.ietf.org/id-info/1id-guidelines.txt: ---------------------------------------------------------------------------- No issues found here. Checking nits according to https://www.ietf.org/id-info/checklist : ---------------------------------------------------------------------------- ** The document seems to lack an IANA Considerations section. (See Section 2.2 of https://www.ietf.org/id-info/checklist for how to handle the case when there are no actions for IANA.) Miscellaneous warnings: ---------------------------------------------------------------------------- == The copyright year in the IETF Trust and authors Copyright Line does not match the current year -- The document date (July 20, 2019) is 1742 days in the past. Is this intentional? Checking references for intended status: Informational ---------------------------------------------------------------------------- == Missing Reference: 'Online' is mentioned on line 1083, but not defined == Outdated reference: A later version (-15) exists of draft-ietf-mboned-ieee802-mcast-problems-06 == Outdated reference: A later version (-11) exists of draft-jeong-ipwave-vehicular-mobility-management-01 == Outdated reference: A later version (-17) exists of draft-jeong-ipwave-vehicular-neighbor-discovery-07 -- Obsolete informational reference (is this intentional?): RFC 4941 (Obsoleted by RFC 8981) Summary: 1 error (**), 0 flaws (~~), 5 warnings (==), 2 comments (--). Run idnits with the --verbose option for more detailed information about the items above. -------------------------------------------------------------------------------- 2 IPWAVE Working Group J. Jeong, Ed. 3 Internet-Draft Sungkyunkwan University 4 Intended status: Informational July 20, 2019 5 Expires: January 21, 2020 7 IP Wireless Access in Vehicular Environments (IPWAVE): Problem Statement 8 and Use Cases 9 draft-ietf-ipwave-vehicular-networking-11 11 Abstract 13 This document discusses the problem statement and use cases of IP- 14 based vehicular networking for Intelligent Transportation Systems 15 (ITS). The main scenarios of vehicular communications are vehicle- 16 to-vehicle (V2V), vehicle-to-infrastructure (V2I), and vehicle-to- 17 everything (V2X) communications. First, this document explains use 18 cases using V2V, V2I, and V2X networking. Next, it makes a problem 19 statement about key aspects in IP-based vehicular networking, such as 20 IPv6 Neighbor Discovery, Mobility Management, and Security & Privacy. 21 For each key aspect, this document specifies requirements in IP-based 22 vehicular networking, and suggests the direction of solutions 23 satisfying those requirements. 25 Status of This Memo 27 This Internet-Draft is submitted in full conformance with the 28 provisions of BCP 78 and BCP 79. 30 Internet-Drafts are working documents of the Internet Engineering 31 Task Force (IETF). Note that other groups may also distribute 32 working documents as Internet-Drafts. The list of current Internet- 33 Drafts is at https://datatracker.ietf.org/drafts/current/. 35 Internet-Drafts are draft documents valid for a maximum of six months 36 and may be updated, replaced, or obsoleted by other documents at any 37 time. It is inappropriate to use Internet-Drafts as reference 38 material or to cite them other than as "work in progress." 40 This Internet-Draft will expire on January 21, 2020. 42 Copyright Notice 44 Copyright (c) 2019 IETF Trust and the persons identified as the 45 document authors. All rights reserved. 47 This document is subject to BCP 78 and the IETF Trust's Legal 48 Provisions Relating to IETF Documents 49 (https://trustee.ietf.org/license-info) in effect on the date of 50 publication of this document. Please review these documents 51 carefully, as they describe your rights and restrictions with respect 52 to this document. Code Components extracted from this document must 53 include Simplified BSD License text as described in Section 4.e of 54 the Trust Legal Provisions and are provided without warranty as 55 described in the Simplified BSD License. 57 Table of Contents 59 1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . 2 60 2. Terminology . . . . . . . . . . . . . . . . . . . . . . . . . 3 61 3. Use Cases . . . . . . . . . . . . . . . . . . . . . . . . . . 5 62 3.1. V2V . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 63 3.2. V2I . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 64 3.3. V2X . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 65 4. Vehicular Networks . . . . . . . . . . . . . . . . . . . . . 7 66 4.1. Vehicular Network Architecture . . . . . . . . . . . . . 8 67 4.2. V2I-based Internetworking . . . . . . . . . . . . . . . . 9 68 4.3. V2V-based Internetworking . . . . . . . . . . . . . . . . 11 69 5. Problem Statement . . . . . . . . . . . . . . . . . . . . . . 13 70 5.1. Neighbor Discovery . . . . . . . . . . . . . . . . . . . 13 71 5.1.1. Link Model . . . . . . . . . . . . . . . . . . . . . 14 72 5.1.2. MAC Address Pseudonym . . . . . . . . . . . . . . . . 16 73 5.1.3. Prefix Dissemination/Exchange . . . . . . . . . . . . 16 74 5.1.4. Routing . . . . . . . . . . . . . . . . . . . . . . . 17 75 5.2. Mobility Management . . . . . . . . . . . . . . . . . . . 17 76 5.3. Security and Privacy . . . . . . . . . . . . . . . . . . 18 77 6. Security Considerations . . . . . . . . . . . . . . . . . . . 19 78 7. Informative References . . . . . . . . . . . . . . . . . . . 19 79 Appendix A. Changes from draft-ietf-ipwave-vehicular- 80 networking-10 . . . . . . . . . . . . . . . . . . . 25 81 Appendix B. Acknowledgments . . . . . . . . . . . . . . . . . . 25 82 Appendix C. Contributors . . . . . . . . . . . . . . . . . . . . 25 83 Author's Address . . . . . . . . . . . . . . . . . . . . . . . . 27 85 1. Introduction 87 Vehicular networking studies have mainly focused on improving safety 88 and efficiency, and also enabling entertainment in vehicular 89 networks. The Federal Communications Commission (FCC) in the US 90 allocated wireless channels for Dedicated Short-Range Communications 91 (DSRC) [DSRC] in the Intelligent Transportation Systems (ITS) with 92 the frequency band of 5.850 - 5.925 GHz (i.e., 5.9 GHz band). DSRC- 93 based wireless communications can support vehicle-to-vehicle (V2V), 94 vehicle-to-infrastructure (V2I), and vehicle-to-everything (V2X) 95 networking. The European Union (EU) allocated radio spectrum for 96 safety-related and non-safety-related applications of ITS with the 97 frequency band of 5.875 - 5.905 GHz, as part of the Commission 98 Decision 2008/671/EC [EU-2008-671-EC]. 100 For direct inter-vehicular wireless connectivity, IEEE has amended 101 WiFi standard 802.11 to enable driving safety services based on DSRC 102 for the Wireless Access in Vehicular Environments (WAVE) system. The 103 Physical Layer (L1) and Data Link Layer (L2) issues are addressed in 104 IEEE 802.11p [IEEE-802.11p] for the PHY and MAC of the DSRC, while 105 IEEE 1609.2 [WAVE-1609.2] covers security aspects, IEEE 1609.3 106 [WAVE-1609.3] defines related services at network and transport 107 layers, and IEEE 1609.4 [WAVE-1609.4] specifies the multi-channel 108 operation. IEEE 802.11p was first a separate amendment, but was 109 later rolled into the base 802.11 standard (IEEE 802.11-2012) as IEEE 110 802.11 Outside the Context of a Basic Service Set (OCB) in 2012 111 [IEEE-802.11-OCB]. 113 Along with these WAVE standards, IPv6 [RFC8200] and Mobile IP 114 protocols (e.g., MIPv4 [RFC5944], MIPv6 [RFC6275], and Proxy MIPv6 115 (PMIPv6) [RFC5213][RFC5844]) can be applied to vehicular networks. 116 In Europe, ETSI has standardized a GeoNetworking (GN) protocol 117 [ETSI-GeoNetworking] and a protocol adaptation sub-layer from 118 GeoNetworking to IPv6 [ETSI-GeoNetwork-IP]. GN protocols are useful 119 to route an event or notification message to vehicles around a 120 geographic position, such as an accident area in a roadway. In 121 addition, ISO has approved a standard specifying the IPv6 network 122 protocols and services to be used for Communications Access for Land 123 Mobiles (CALM) [ISO-ITS-IPv6]. 125 This document describes use cases and a problem statement about IP- 126 based vehicular networking for ITS, which is named IP Wireless Access 127 in Vehicular Environments (IPWAVE). First, it introduces the use 128 cases for using V2V, V2I, and V2X networking in ITS. Next, it makes 129 a problem statement about key aspects in IPWAVE, namely, IPv6 130 Neighbor Discovery, Mobility Management, and Security & Privacy. For 131 each key aspect of the problem statement, this document specifies 132 requirements in IP-based vehicular networking, and proposes the 133 direction of solutions fulfilling those requirements. This document 134 is intended to motivate development of key protocols for IPWAVE. 136 2. Terminology 138 This document uses the following definitions: 140 o LiDAR: "Light Detection and Ranging". It is a scanning device to 141 measure a distance to an object by emitting pulsed laser light and 142 measuring the reflected pulsed light. 144 o Mobility Anchor (MA): A node that maintains IP addresses and 145 mobility information of vehicles in a road network to support 146 their address autoconfiguration and mobility management with a 147 binding table. An MA has end-to-end connections with RSUs under 148 its control. 150 o On-Board Unit (OBU): A node that has physical communication 151 devices (e.g., IEEE 802.11-OCB and Cellular V2X (C-V2X) 152 [TS-23.285-3GPP]) for wireless communications with other OBUs and 153 RSUs, and may be connected to in-vehicle devices or networks. An 154 OBU is mounted on a vehicle. 156 o OCB: "Outside the Context of a Basic Service Set" 157 [IEEE-802.11-OCB]. 159 o Road-Side Unit (RSU): A node that has physical communication 160 devices (e.g., IEEE 802.11-OCB and C-V2X) for wireless 161 communications with vehicles and is also connected to the Internet 162 as a router or switch for packet forwarding. An RSU is typically 163 deployed on the road infrastructure, either at an intersection or 164 in a road segment, but may also be located in a car parking area. 166 o Traffic Control Center (TCC): A node that maintains road 167 infrastructure information (e.g., RSUs, traffic signals, and loop 168 detectors), vehicular traffic statistics (e.g., average vehicle 169 speed and vehicle inter-arrival time per road segment), and 170 vehicle information (e.g., a vehicle's identifier, position, 171 direction, speed, and trajectory as a navigation path). TCC is 172 included in a vehicular cloud for vehicular networks. 174 o Vehicle: A Vehicle in this document is a node that has an OBU for 175 wireless communication with other vehicles and RSUs. It has a 176 radio navigation receiver of Global Positioning System (GPS) for 177 efficient navigation. 179 o Vehicular Ad Hoc Network (VANET): A network that consists of 180 vehicles interconnected by wireless communication. Two vehicles 181 in a VANET can communicate with each other using other vehicles as 182 relays even where they are out of one-hop wireless communication 183 range. 185 o Vehicular Cloud: A cloud infrastructure for vehicular networks, 186 having compute nodes, storage nodes, and network forwarding 187 elements (e.g., switch and router). 189 o Vehicle Detection Loop (i.e., Loop Detector): An inductive device 190 used for detecting vehicles passing or arriving at a certain 191 point, for instance, at an intersection with traffic lights or at 192 a ramp toward a highway. The relatively crude nature of the 193 loop's structure means that only metal masses above a certain size 194 are capable of triggering the detection. 196 o V2I2P: "Vehicle to Infrastructure to Pedestrian". 198 o V2I2V: "Vehicle to Infrastructure to Vehicle". 200 o WAVE: "Wireless Access in Vehicular Environments" [WAVE-1609.0]. 202 3. Use Cases 204 This section explains use cases of V2V, V2I, and V2X networking. The 205 use cases of the V2X networking exclude the ones of the V2V and V2I 206 networking, but include Vehicle-to-Pedestrian (V2P) and Vehicle-to- 207 Device (V2D). 209 3.1. V2V 211 The use cases of V2V networking discussed in this section include 213 o Context-aware navigation for driving safety and collision 214 avoidance; 216 o Cooperative adaptive cruise control in an urban roadway; 218 o Platooning in a highway; 220 o Cooperative environment sensing. 222 These four techniques will be important elements for self-driving 223 vehicles. 225 Context-Aware Safety Driving (CASD) navigator [CASD] can help drivers 226 to drive safely by alerting the drivers about dangerous obstacles and 227 situations. That is, CASD navigator displays obstables or 228 neighboring vehicles relevant to possible collisions in real-time 229 through V2V networking. CASD provides vehicles with a class-based 230 automatic safety action plan, which considers three situations, 231 namely, the Line-of-Sight unsafe, Non-Line-of-Sight unsafe, and safe 232 situations. This action plan can be put into action among multiple 233 vehicles using V2V networking. 235 Cooperative Adaptive Cruise Control (CACC) [CA-Cruise-Control] helps 236 vehicles to adapt their speed autonomously through V2V communication 237 among vehicles according to the mobility of their predecessor and 238 successor vehicles in an urban roadway or a highway. Thus, CACC can 239 help adjacent vehicles to efficiently adjust their speed in an 240 interactive way through V2V networking in order to avoid collision. 242 Platooning [Truck-Platooning] allows a series of vehicles (e.g., 243 trucks) to follow each other very closely. Trucks can use V2V 244 communication in addition to forward sensors in order to maintain 245 constant clearance between two consecutive vehicles at very short 246 gaps (from 3 meters to 10 meters). Platooning can maximize the 247 throughput of vehicular traffic in a highway and reduce the gas 248 consumption because the leading vehicle can help the following 249 vehicles to experience less air resistance. 251 Cooperative-environment-sensing use cases suggest that vehicles can 252 share environmental information from various vehicle-mounted sensors, 253 such as radars, LiDARs, and cameras with other vehicles and 254 pedestrians. [Automotive-Sensing] introduces a millimeter-wave 255 vehicular communication for massive automotive sensing. A lot of 256 data can be generated by those sensors, and these data typically need 257 to be routed to different destinations. In addition, from the 258 perspective of driverless vehicles, it is expected that driverless 259 vehicles can be mixed with driver-operated vehicles. Through the 260 cooperative environment sensing, driver-operated vehicles can use 261 environmental information sensed by driverless vehicles for better 262 interaction with the other vehicles and environment. 264 3.2. V2I 266 The use cases of V2I networking discussed in this section include 268 o Navigation service; 270 o Energy-efficient speed recommendation service; 272 o Accident notification service. 274 A navigation service, for example, the Self-Adaptive Interactive 275 Navigation Tool (SAINT) [SAINT], using V2I networking interacts with 276 TCC for the large-scale/long-range road traffic optimization and can 277 guide individual vehicles for appropriate navigation paths in real 278 time. The enhanced version of SAINT [SAINTplus] can give fast moving 279 paths to emergency vehicles (e.g., ambulance and fire engine) to let 280 them reach an accident spot while redirecting other vehicles near the 281 accident spot into efficient detour paths. 283 A TCC can recommend an energy-efficient speed to a vehicle that 284 depends on its traffic environment. [Fuel-Efficient] studies fuel- 285 efficient route and speed plans for platooned trucks. 287 The emergency communication between accident vehicles (or emergency 288 vehicles) and TCC can be performed via either RSU or 4G-LTE networks. 289 The First Responder Network Authority (FirstNet) [FirstNet] is 290 provided by the US government to establish, operate, and maintain an 291 interoperable public safety broadband network for safety and security 292 network services, e.g., emergency calls. The construction of the 293 nationwide FirstNet network requires each state in the US to have a 294 Radio Access Network (RAN) that will connect to the FirstNet's 295 network core. The current RAN is mainly constructed by 4G-LTE for 296 the communication between a vehicle and an infrastructure node (i.e., 297 V2I) [FirstNet-Report], but it is expected that DSRC-based vehicular 298 networks [DSRC] will be available for V2I and V2V in near future. 300 3.3. V2X 302 The use case of V2X networking discussed in this section is 303 pedestrian protection service. 305 A pedestrian protection service, such as Safety-Aware Navigation 306 Application (SANA) [SANA], using V2I2P networking can reduce the 307 collision of a vehicle and a pedestrian carrying a smartphone 308 equipped with a network device for wireless communication (e.g., 309 WiFi) with an RSU. Vehicles and pedestrians can also communicate 310 with each other via an RSU that delivers scheduling information for 311 wireless communication in order to save the smartphones' battery 312 through sleeping mode. 314 For Vehicle-to-Pedestrian (V2P), a vehicle and a pedestrian's 315 smartphone can directly communicate with each other via V2X without 316 the relaying of an RSU as in the V2V scenario that the pedestrian's 317 smartphone is regarded as a vehicle with a wireless media interface 318 to be able to communicate with another vehicle. There are light- 319 weight mobile nodes such as bicycle and motorcycle, and they can 320 communicate directly with a vehicle for collision avoidance using 321 V2V. 323 4. Vehicular Networks 325 This section describes a vehicular network architecture supporting 326 V2V, V2I, and V2X communications in vehicular networks. Also, it 327 describes an internal network within a vehicle or RSU, and the 328 internetworking between the internal networks via DSRC links. 330 Traffic Control Center in Vehicular Cloud 331 *-----------------------------------------* 332 * * 333 * +-----------------+ * 334 * | Mobility Anchor | * 335 * +-----------------+ * 336 * ^ * 337 * | * 338 *--------------------v--------------------* 339 ^ ^ ^ 340 | | | 341 | | | 342 v v v 343 +--------+ Ethernet +--------+ +--------+ 344 | RSU1 |<-------->| RSU2 |<---------->| RSU3 | 345 +--------+ +--------+ +--------+ 346 ^ ^ ^ 347 : : : 348 +-----------------+ +-----------------+ +-----------------+ 349 | : V2I | | V2I : | | V2I : | 350 | v | | v | | v | 351 +--------+ | +--------+ | | +--------+ | | +--------+ | 352 |Vehicle1|===> |Vehicle2|===>| | |Vehicle3|===>| | |Vehicle4|===>| 353 | |<...>| |<........>| | | | | | | 354 +--------+ V2V +--------+ V2V +--------+ | | +--------+ | 355 | | | | | | 356 +-----------------+ +-----------------+ +-----------------+ 357 Subnet1 Subnet2 Subnet3 359 <----> Wired Link <....> Wireless Link ===> Moving Direction 361 Figure 1: A Vehicular Network Architecture for V2I and V2V Networking 363 4.1. Vehicular Network Architecture 365 Figure 1 shows an architecture for V2I and V2V networking in a road 366 network. As shown in this figure, RSUs as routers and vehicles with 367 OBU have wireless media interfaces for VANET. Furthermore, the 368 wireless media interfaces are autoconfigured with a global IPv6 369 prefix (e.g., 2001:DB8:1:1::/64) to support both V2V and V2I 370 networking. Note that 2001:DB8::/32 is a documentation prefix 371 [RFC3849] for example prefixes in this document, and also that any 372 routable IPv6 address needs to be routable in a VANET and a vehicular 373 network including RSUs. 375 For IPv6 packets transported over IEEE 802.11-OCB, 376 [IPv6-over-802.11-OCB] specifies several details, including Maximum 377 Transmission Unit (MTU), frame format, link-local address, address 378 mapping for unicast and multicast, stateless autoconfiguration, and 379 subnet structure. An Ethernet Adaptation (EA) layer is in charge of 380 transforming some parameters between IEEE 802.11 MAC layer and IPv6 381 network layer, which is located between IEEE 802.11-OCB's logical 382 link control layer and IPv6 network layer. This IPv6 over 802.11-OCB 383 can be used for both V2V and V2I in IP-based vehicular networks. 385 In Figure 1, three RSUs (RSU1, RSU2, and RSU3) are deployed in the 386 road network and are connected to a Vehicular Cloud through the 387 Internet. A Traffic Control Center (TCC) is connected to the 388 Vehicular Cloud for the management of RSUs and vehicles in the road 389 network. A Mobility Anchor (MA) is located in the TCC as its key 390 component for the mobility management of vehicles. Two vehicles 391 (Vehicle1 and Vehicle2) are wirelessly connected to RSU1, and one 392 vehicle (Vehicle3) is wirelessly connected to RSU2. The wireless 393 networks of RSU1 and RSU2 belong to two different subnets (Subnet1 394 and Subnet2), respectively. Another vehicle (Vehicle4) belonging to 395 another subnet (Subnet3) is wirelessly connected to RSU3. 397 In wireless subnets in vehicular networks (e.g., Subnet1 and Subnet2 398 in Figure 1), vehicles can construct a connected VANET (with an 399 arbitrary graph topology) and can communicate with each other via V2V 400 communication. Vehicle1 can communicate with Vehicle2 via V2V 401 communication, and Vehicle2 can communicate with Vehicle3 via V2V 402 communication because they are within the wireless communication 403 range for each other. On the other hand, Vehicle3 can communicate 404 with Vehicle4 via the vehicular infrastructure (i.e., RSU2 and RSU3) 405 by employing V2I (i.e., V2I2V) communication because they are not 406 within the wireless communication range for each other. 408 In vehicular networks, asymmetric links sometimes exist and must be 409 considered for wireless communications. In vehicular networks, the 410 control plane can be separated from the data plane for efficient 411 mobility management and data forwarding. The mobility information of 412 a GPS receiver mounted in its vehicle (e.g., position, speed, and 413 direction) can be used to accommodate mobility-aware proactive 414 protocols. Vehicles can use the TCC as their Home Network having a 415 home agent for mobility management as in MIPv6 [RFC6275] and PMIPv6 416 [RFC5213], so the TCC maintains the mobility information of vehicles 417 for location management. IP tunneling over the wireless link should 418 be avoided for performance efficiency. 420 4.2. V2I-based Internetworking 422 This section discusses the internetworking between a vehicle's 423 internal network (i.e., moving network) and an RSU's internal network 424 (i.e., fixed network) via V2I communication. 426 +-----------------+ 427 (*)<........>(*) +----->| Vehicular Cloud | 428 2001:DB8:1:1::/64 | | | +-----------------+ 429 +------------------------------+ +---------------------------------+ 430 | v | | v v | 431 | +-------+ +------+ +-------+ | | +-------+ +------+ +-------+ | 432 | | Host1 | | DNS1 | |Router1| | | |Router3| | DNS2 | | Host3 | | 433 | +-------+ +------+ +-------+ | | +-------+ +------+ +-------+ | 434 | ^ ^ ^ | | ^ ^ ^ | 435 | | | | | | | | | | 436 | v v v | | v v v | 437 | ---------------------------- | | ------------------------------- | 438 | 2001:DB8:10:1::/64 ^ | | ^ 2001:DB8:20:1::/64 | 439 | | | | | | 440 | v | | v | 441 | +-------+ +-------+ | | +-------+ +-------+ +-------+ | 442 | | Host2 | |Router2| | | |Router4| |Server1|...|ServerN| | 443 | +-------+ +-------+ | | +-------+ +-------+ +-------+ | 444 | ^ ^ | | ^ ^ ^ | 445 | | | | | | | | | 446 | v v | | v v v | 447 | ---------------------------- | | ------------------------------- | 448 | 2001:DB8:10:2::/64 | | 2001:DB8:20:2::/64 | 449 +------------------------------+ +---------------------------------+ 450 Vehicle1 (Moving Network1) RSU1 (Fixed Network1) 452 <----> Wired Link <....> Wireless Link (*) Antenna 454 Figure 2: Internetworking between Vehicle Network and RSU Network 456 Nowadays, a vehicle's internal network tends to be Ethernet to 457 interconnect electronic control units in a vehicle. It can also 458 support WiFi and Bluetooth to accommodate a driver's and passenger's 459 mobile devices (e.g., smartphone and tablet). In this trend, it is 460 reasonable to consider a vehicle's internal network (i.e., moving 461 network) and also the interaction between the internal network and an 462 external network within another vehicle or RSU. A vehicle's internal 463 network often uses Ethernet to interconnect control units in the 464 vehicle. The internal network also supports WiFi and Bluetooth to 465 accommodate a driver's and passenger's mobile devices (e.g., 466 smartphone or tablet). It is reasonable to consider the interaction 467 between the internal network and an external network within another 468 vehicle or RSU. 470 As shown in Figure 2, the vehicle's moving network and the RSU's 471 fixed network are self-contained networks having multiple subnets and 472 having an edge router for the communication with another vehicle or 473 RSU. Internetworking between two internal networks via V2I 474 communication requires an exchange of network prefix and other 475 parameters through a prefix discovery mechanism, such as ND-based 476 prefix discovery [ID-Vehicular-ND]. For ND-based prefix discovery, 477 network prefixes and parameters should be registered with a vehicle's 478 router and an RSU router with an external network interface in 479 advance. 481 For an IP communication between a vehicle and an RSU or between two 482 neighboring vehicles, the network parameter discovery collects 483 information relevant to the link layer, MAC layer, and IP layer. The 484 link layer information includes wireless link layer parameters and 485 transmission power level. The MAC layer information includes the MAC 486 address of an external network interface for the internetworking with 487 another vehicle or RSU. The IP layer information includes the IP 488 address and prefix of an external network interface for the 489 internetworking with another vehicle or RSU. 491 Once the network parameter discovery and prefix exchange operations 492 have been performed, packets can be transmitted between the vehicle's 493 moving network and the RSU's fixed network. A DNS service should be 494 supported for the DNS name resolution of in-vehicle devices within a 495 vehicle's internal network as well as for the DNS name resolution of 496 those devices from a remote host in the Internet for on-line 497 diagnosis (e.g., an automotive service center server). The DNS names 498 of in-vehicle devices and their service names can be registered with 499 a DNS server in a vehicle or an RSU, as shown in Figure 2. 501 Figure 2 also shows internetworking between the vehicle's moving 502 network and the RSU's fixed network. There exists an internal 503 network (Moving Network1) inside Vehicle1. Vehicle1 has the DNS 504 Server (DNS1), the two hosts (Host1 and Host2), and the two routers 505 (Router1 and Router2). There exists another internal network (Fixed 506 Network1) inside RSU1. RSU1 has the DNS Server (DNS2), one host 507 (Host3), the two routers (Router3 and Router4), and the collection of 508 servers (Server1 to ServerN) for various services in the road 509 networks, such as the emergency notification and navigation. 510 Vehicle1's Router1 (a mobile router) and RSU1's Router3 (a fixed 511 router) use 2001:DB8:1:1::/64 for an external link (e.g., DSRC) for 512 V2I networking. Thus, one host (Host1) in Vehicle1 can communicate 513 with one server (Server1) in RSU1 for a vehicular service through 514 Vehicle1's moving network, a wireless link between Vehicle1 and RSU1, 515 and RSU1's fixed network. 517 4.3. V2V-based Internetworking 519 This section discusses the internetworking between the moving 520 networks of two neighboring vehicles via V2V communication. 522 (*)<..........>(*) 523 2001:DB8:1:1::/64 | | 524 +------------------------------+ +------------------------------+ 525 | v | | v | 526 | +-------+ +------+ +-------+ | | +-------+ +------+ +-------+ | 527 | | Host1 | | DNS1 | |Router1| | | |Router5| | DNS3 | | Host4 | | 528 | +-------+ +------+ +-------+ | | +-------+ +------+ +-------+ | 529 | ^ ^ ^ | | ^ ^ ^ | 530 | | | | | | | | | | 531 | v v v | | v v v | 532 | ---------------------------- | | ---------------------------- | 533 | 2001:DB8:10:1::/64 ^ | | ^ 2001:DB8:30:1::/64 | 534 | | | | | | 535 | v | | v | 536 | +-------+ +-------+ | | +-------+ +-------+ | 537 | | Host2 | |Router2| | | |Router6| | Host5 | | 538 | +-------+ +-------+ | | +-------+ +-------+ | 539 | ^ ^ | | ^ ^ | 540 | | | | | | | | 541 | v v | | v v | 542 | ---------------------------- | | ---------------------------- | 543 | 2001:DB8:10:2::/64 | | 2001:DB8:30:2::/64 | 544 +------------------------------+ +------------------------------+ 545 Vehicle1 (Moving Network1) Vehicle2 (Moving Network2) 547 <----> Wired Link <....> Wireless Link (*) Antenna 549 Figure 3: Internetworking between Two Vehicle Networks 551 Figure 3 shows internetworking between the moving networks of two 552 neighboring vehicles. There exists an internal network (Moving 553 Network1) inside Vehicle1. Vehicle1 has the DNS Server (DNS1), the 554 two hosts (Host1 and Host2), and the two routers (Router1 and 555 Router2). There exists another internal network (Moving Network2) 556 inside Vehicle2. Vehicle2 has the DNS Server (DNS3), the two hosts 557 (Host4 and Host5), and the two routers (Router5 and Router6). 558 Vehicle1's Router1 (a mobile router) and Vehicle2's Router5 (a mobile 559 router) use 2001:DB8:1:1::/64 for an external link (e.g., DSRC) for 560 V2V networking. Thus, one host (Host1) in Vehicle1 can communicate 561 with one host (Host4) in Vehicle1 for a vehicular service through 562 Vehicle1's moving network, a wireless link between Vehicle1 and 563 Vehicle2, and Vehicle2's moving network. 565 (*)<..................>(*)<..................>(*) 566 | | | 567 +-----------+ +-----------+ +-----------+ 568 | | | | | | 569 | +-------+ | | +-------+ | | +-------+ | 570 | |Router1| | | |Router5| | | |Router7| | 571 | +-------+ | | +-------+ | | +-------+ | 572 | | | | | | 573 | +-------+ | | +-------+ | | +-------+ | 574 | | Host1 | | | | Host4 | | | | Host6 | | 575 | +-------+ | | +-------+ | | +-------+ | 576 | | | | | | 577 +-----------+ +-----------+ +-----------+ 578 Vehicle1 Vehicle2 Vehicle3 580 <....> Wireless Link (*) Antenna 582 Figure 4: Multihop Internetworking between Two Vehicle Networks 584 Figure 4 shows multihop internetworking between the moving networks 585 of two vehicles in the same VANET. For example, Host1 in Vehicle1 586 can communicate with Host6 in Vehicle3 via Router 5 in Vehicle2 that 587 is an intermediate vehicle being connected to Vehicle1 and Vehicle3 588 in a linear topology as shown in the figure. 590 5. Problem Statement 592 This section presents key topics such as neighbor discovery, mobility 593 management, and security & privacy. 595 5.1. Neighbor Discovery 597 IPv6 Neighbor Discovery (IPv6 ND) [RFC4861][RFC4862] is a core part 598 of the IPv6 protocol suite. IPv6 ND is designed for point-to-point 599 links and transit links (e.g., Ethernet). It assumes an efficient 600 and reliable support of multicast from the link layer for various 601 network operations such as MAC Address Resolution (AR) and Duplicate 602 Address Detection (DAD). 604 DAD and ND-related parameters (e.g., Router Lifetime) need to be 605 extended to vehicular networking (e.g., V2V, V2I, and V2X). Vehicles 606 move quickly within the communication coverage of any particular 607 vehicle or RSU. Before the vehicles can exchange application 608 messages with each other, they need to be configured with a link- 609 local IPv6 address or a global IPv6 address, and run IPv6 ND. 611 The legacy DAD assumes that a node with an IPv6 address can reach any 612 other node with the scope of its address at the time it claims its 613 address, and can hear any future claim for that address by another 614 party within the scope of its address for the duration of the address 615 ownership. However, the partioning and merging of VANETs makes this 616 assumption frequently invalid in vehicular networks. 618 The vehicular networks need to support a vehicular-network-wide DAD 619 by defining a scope that is compatible with the legacy DAD, and two 620 vehicles can communicate with each other when there exists a 621 communication path over VANET or a combination of VANETs and RSUs, as 622 shown in Figure 1. By using the vehicular-network-wide DAD, vehicles 623 can assure that their IPv6 addresses are unique in the vehicular 624 network whenever they are connected to the vehicular infrastructure 625 or become disconnected from it in the form of VANET. A vehicular 626 infrastructure having RSUs and an MA can participate in the 627 vehicular-network-wide DAD for the sake of vehicles [RFC6775]. For 628 the vehicle as an IPv6 node, deriving a unique IPv6 address from a 629 globally unique MAC address creates a privacy issue. Refer to 630 Section 5.3 for the discussion about such a privacy issue. 632 ND time-related parameters such as router lifetime and Neighbor 633 Advertisement (NA) interval should be adjusted for high-speed 634 vehicles and vehicle density. As vehicles move faster, the NA 635 interval should decrease (e.g., from 1 sec to 0.5 sec) for the NA 636 messages to reach the neighboring vehicles promptly. Also, as 637 vehicle density is higher, the NA interval should increase (e.g., 638 from 0.5 sec to 1 sec) for the NA messages to reduce collision 639 probability with other NA messages. 641 According to a report from the National Highway Traffic Safety 642 Administration (NHTSA) [NHTSA-ACAS-Report], an extra 0.5 second of 643 warning time can prevent about 60% of the collisions of vehicles 644 moving closely in a roadway. A warning message should be exchanged 645 every 0.5 second. Thus, if the ND messages (e.g., NS and NA) are 646 used as warning messages, they should be exchanged every 0.5 second. 648 For IP-based safety applications (e.g., context-aware navigation, 649 adaptive cruise control, and platooning) in vehicular network, this 650 bounded data delivery is critical. Implementations for such 651 applications are not available yet. ND needs work to support IP- 652 based safety applications. 654 5.1.1. Link Model 656 IPv6 protocols work under certain assumptions for the link model that 657 do not necessarily hold in a vehicular wireless link [VIP-WAVE] 658 [RFC5889]. For instance, some IPv6 protocols assume symmetry in the 659 connectivity among neighboring interfaces [RFC6250]. However, 660 interference and different levels of transmission power may cause 661 asymmetric links to appear in vehicular wireless links. As a result, 662 a new vehicular link model is required for a dynamically changing 663 vehicular wireless link. 665 There is a relationship between a link and prefix, besides the 666 different scopes that are expected from the link-local and global 667 types of IPv6 addresses. In an IPv6 link, it is assumed that all 668 interfaces which are configured with the same subnet prefix and with 669 on-link bit set can communicate with each other on an IP link. 671 A VANET can have multiple links between pairs of vehicles within 672 wireless communication range, as shown in Figure 4. When two 673 vehicles belong to the same VANET, but they are out of wireless 674 communication range, they cannot communicate directly with each 675 other. Suppose that a global-scope IPv6 prefix is assigned to VANETs 676 in vehicular networks. Even though two vehicles in the same VANET 677 configure their IPv6 addresses with the same IPv6 prefix, they may 678 not communicate with each other not in a one hop in the same VANET 679 because of the multihop network connectivity. Thus, in this case, 680 the concept of an on-link IPv6 prefix does not hold because two 681 vehicles with the same on-link IPv6 prefix cannot communicate 682 directly with each other. Also, when two vehicles are located in two 683 different VANETs with the same IPv6 prefix, they cannot communicate 684 with each other. When these two VANETs are converged into one VANET, 685 the two vehicles can communicate with each other in a multihop 686 fashion. Therefore, a vehicular link model should consider the 687 frequent partitioning and merging of VANETs due to vehicle mobility. 689 The vehicular link model needs to support the multihop routing in a 690 connected VANET where the vehicles with the same global-scope IPv6 691 prefix are connected in one hop or multiple hops. It also needs to 692 support the multihop routing in multiple connected VANETs via an RSU 693 that has the wireless connectivity with each VANET. For example, in 694 Figure 1, suppose that Vehicle1, Vehicle2, and Vehicle3 are 695 configured with their IPv6 addresses based on the same global-scope 696 IPv6 prefix. Vehicle1 and Vehicle3 can also communicate with each 697 other via either multi-hop V2V or multi-hop V2I2V. When two vehicles 698 of Vehicle1 and Vehicle3 are connected in a VANET, it will be more 699 efficient for them to communicate with each other via VANET rather 700 than RSUs. On the other hand, when the two vehicles of Vehicle1 and 701 Vehicle3 are far away from the communication range in separate VANETs 702 and under two different RSUs, they can communicate with each other 703 through the relay of RSUs via V2I2V. Thus, two separate VANETs can 704 merge into one network via RSU(s). Also, newly arriving vehicles can 705 merge two separate VANETs into one VANET if they can play a role of a 706 relay node for those VANETs. 708 5.1.2. MAC Address Pseudonym 710 For the protection of drivers' privacy, a pseudonym of a MAC address 711 of a vehicle's network interface should be used, so that the MAC 712 address can be changed periodically. The pseudonym of a MAC address 713 affects an IPv6 address based on the MAC address, and a transport- 714 layer (e.g., TCP) session with an IPv6 address pair. However, the 715 pseudonym handling is not implemented and tested yet for applications 716 on IP-based vehicular networking. 718 In the ETSI standards, for the sake of security and privacy, an ITS 719 station (e.g., vehicle) can use pseudonyms for its network interface 720 identities (e.g., MAC address) and the corresponding IPv6 addresses 721 [Identity-Management]. Whenever the network interface identifier 722 changes, the IPv6 address based on the network interface identifier 723 should be updated, and the uniqueness of the address should be 724 performed through the DAD procedure. For vehicular networks with 725 high mobility and density, this DAD should be performed efficiently 726 with minimum overhead so that the vehicles can exchange warning 727 messages with each other every 0.5 second [NHTSA-ACAS-Report]. 729 For the continuity of an end-to-end (E2E) transport-layer (e.g., TCP, 730 UDP, and SCTP) session, with a mobility management scheme (e.g., 731 MIPv6 and PMIPv6), the new IP address for the transport-layer session 732 can be notified to an appropriate end point, and the packets of the 733 session should be forwarded to their destinations with the changed 734 network interface identifier and IPv6 address. This mobiliy 735 management overhead for pseudonyms should be minimized for efficient 736 operations in vehicular networks having lots of vehicles. 738 5.1.3. Prefix Dissemination/Exchange 740 A vehicle and an RSU can have their internal network, as shown in 741 Figure 2 and Figure 3. In this case, nodes within the internal 742 networks of two vehicles (or within the internal networks of a 743 vehicle and an RSU) want to communicate with each other. For this 744 communication on the wireless link, the network prefix dissemination 745 or exchange is required. Either a vehicle or an RSU needs an 746 external network interface for its internal network, as shown in 747 Figure 2 and Figure 3. The vehicular ND (VND) [ID-Vehicular-ND] can 748 support the communication between the internal-network nodes (e.g., 749 an in-vehicle device in a vehicle and a server in an RSU) with a 750 vehicular prefix information option. Thus, this ND extension for 751 routing functionality can reduce control traffic for routing in 752 vehicular networks without a vehicular ad hoc routing protocol (e.g., 753 AODV [RFC3561] or OLSRv2 [RFC7181]). 755 5.1.4. Routing 757 For multihop V2V communications in either a VANET or VANETs via RSUs, 758 a vehicular ad hoc routing protocol (e.g., AODV and OLSRv2) may be 759 required to support both unicast and multicast in the links of the 760 subnet with the same IPv6 prefix. However, it will be costly to run 761 both vehicular ND and a vehicular ad hoc routing protocol in terms of 762 control traffic overhead [ID-Multicast-Problems]. 764 Vehicular ND can be extended to accommodate routing functionality 765 with a prefix discovery option. The ND extension can allow vehicles 766 to exchange their prefixes in a multihop fashion [ID-Vehicular-ND]. 767 With the exchanged prefixes, they can compute their routing table (or 768 IPv6 ND's neighbor cache) for the VANETs with a distance-vector 769 algorithm [Intro-to-Algorithms]. 771 5.2. Mobility Management 773 The seamless connectivity and timely data exchange between two end 774 points requires an efficient mobility management including location 775 management and handover. Most of vehicles are equipped with a GPS 776 receiver as part of a dedicated navigation system or a corresponding 777 smartphone App. The GPS receiver may not provide vehicles with 778 accurate location information in adverse, local environments such as 779 building area and tunnel. The location precision can be improved by 780 the assistance from the RSUs or a cellular system with a GPS receiver 781 for location information. 783 With a GPS navigator, an efficient mobility management will be 784 possible by vehicles periodically reporting their current position 785 and trajectory (i.e., navigation path) to the vehicular 786 infrastructure (having RSUs and an MA in TCC) [ID-Vehicular-MM]. 787 This vehicular infrastructure can predict the future positions of the 788 vehicles with their mobility information (i.e., the current position, 789 speed, direction, and trajectory) for the efficient mobility 790 management (e.g., proactive handover). For a better proactive 791 handover, link-layer parameters, such as the signal strength of a 792 link-layer frame (e.g., Received Channel Power Indicator (RCPI) 793 [VIP-WAVE]), can be used to determine the moment of a handover 794 between RSUs along with mobility information. 796 By predicting a vehicle's mobility, the vehicular infrastructure can 797 better support RSUs to perform efficient DAD, data packet routing, 798 horizontal handover (i.e., handover in wireless links using a 799 homogeneous radio technology), and vertical handover (i.e., handover 800 in wireless links using heterogeneous radio technologies) in advance 801 along with the movement of the vehicle [ID-Vehicular-MM]. For 802 example, when a vehicle is moving into the wireless link under 803 another RSU belonging to a different subnet, the RSU can proactively 804 perform the DAD for the sake of the vehicle, reducing IPv6 control 805 traffic overhead in the wireless link. To prevent a hacker from 806 impersonating RSUs as bogus RSUs, RSUs and MA in the vehicular 807 infrastructure need to have secure channels via IPsec. 809 Therefore, with a proactive handover and a multihop DAD in vehicular 810 networks, RSUs needs to efficiently forward data packets from the 811 wired network (or the wireless network) to a moving destination 812 vehicle along its trajectory. 814 5.3. Security and Privacy 816 Strong security measures shall protect vehicles roaming in road 817 networks from the attacks of malicious nodes, which are controlled by 818 hackers. For safety applications, the cooperation among vehicles is 819 assumed. Malicious nodes may disseminate wrong driving information 820 (e.g., location, speed, and direction) to make driving be unsafe. 821 Sybil attack, which tries to confuse a vehicle with multiple false 822 identities, disturbs a vehicle in taking a safe maneuver. This sybil 823 attack should be prevented through the cooperation between good 824 vehicles and RSUs. Note that good vehicles are ones with valid 825 certificates that are determined by the authentication process with 826 an authentication server in the vehicular network. Applications on 827 IP-based vehicular networking, which are resilient to such a sybil 828 attack, are not developed and tested yet. 830 Security and privacy are paramount in the V2I, V2V, and V2X 831 networking in vehicular networks. Only authorized vehicles should be 832 allowed to use vehicular networking. Also, in-vehicle devices and 833 mobile devices in a vehicle need to communicate with other in-vehicle 834 devices and mobile devices in another vehicle, and other servers in 835 an RSU in a secure way. 837 A Vehicle Identification Number (VIN) and a user certificate along 838 with in-vehicle device's identifier generation can be used to 839 efficiently authenticate a vehicle or a user through a road 840 infrastructure node (e.g., RSU) connected to an authentication server 841 in TCC. Also, Transport Layer Security (TLS) certificates can be 842 used for secure E2E vehicle communications. 844 For secure V2I communication, a secure channel between a mobile 845 router in a vehicle and a fixed router in an RSU should be 846 established, as shown in Figure 2. Also, for secure V2V 847 communication, a secure channel between a mobile router in a vehicle 848 and a mobile router in another vehicle should be established, as 849 shown in Figure 3. 851 To prevent an adversary from tracking a vehicle with its MAC address 852 or IPv6 address, MAC address pseudonym should be provided to the 853 vehicle; that is, each vehicle should periodically update its MAC 854 address and the corresponding IPv6 address as suggested in 855 [RFC4086][RFC4941]. Such an update of the MAC and IPv6 addresses 856 should not interrupt the E2E communications between two vehicles (or 857 between a vehicle and an RSU) in terms of transport layer for a long- 858 living higher-layer session. However, if this pseudonym is performed 859 without strong E2E confidentiality, there will be no privacy benefit 860 from changing MAC and IP addresses, because an adversary can see the 861 change of the MAC and IP addresses and track the vehicle with those 862 addresses. 864 For the IPv6 ND, the vehicular-network-wide DAD is required for the 865 uniqueness of the IPv6 address of a vehicle's wireless interface. 866 This DAD can be used as a flooding attack that makes the DAD-related 867 ND packets are disseminated over the VANET and vehicular network 868 including the RSUs and the MA. The vehicles and RSUs need to filter 869 out suspicious ND traffic in advance. 871 For the mobility management, a malicious vehicle can construct 872 multiple virtual bogus vehicles, and register them with the RSU and 873 the MA. This registration makes the RSU and MA waste their 874 resources. The RSU and MA need to determine whether a vehicle is 875 genuine or bogus in the mobility management. 877 6. Security Considerations 879 This document discussed security and privacy for IP-based vehicular 880 networking. 882 The security and privacy for key components in IP-based vehicular 883 networking, such as neighbor discovery and mobility management, need 884 to be analyzed in depth. 886 7. Informative References 888 [Automotive-Sensing] 889 Choi, J., Va, V., Gonzalez-Prelcic, N., Daniels, R., R. 890 Bhat, C., and R. W. Heath, "Millimeter-Wave Vehicular 891 Communication to Support Massive Automotive Sensing", 892 IEEE Communications Magazine, December 2016. 894 [CA-Cruise-Control] 895 California Partners for Advanced Transportation Technology 896 (PATH), "Cooperative Adaptive Cruise Control", [Online] 897 Available: 898 http://www.path.berkeley.edu/research/automated-and- 899 connected-vehicles/cooperative-adaptive-cruise-control, 900 2017. 902 [CASD] Shen, Y., Jeong, J., Oh, T., and S. Son, "CASD: A 903 Framework of Context-Awareness Safety Driving in Vehicular 904 Networks", International Workshop on Device Centric Cloud 905 (DC2), March 2016. 907 [DSRC] ASTM International, "Standard Specification for 908 Telecommunications and Information Exchange Between 909 Roadside and Vehicle Systems - 5 GHz Band Dedicated Short 910 Range Communications (DSRC) Medium Access Control (MAC) 911 and Physical Layer (PHY) Specifications", 912 ASTM E2213-03(2010), October 2010. 914 [ETSI-GeoNetwork-IP] 915 ETSI Technical Committee Intelligent Transport Systems, 916 "Intelligent Transport Systems (ITS); Vehicular 917 Communications; GeoNetworking; Part 6: Internet 918 Integration; Sub-part 1: Transmission of IPv6 Packets over 919 GeoNetworking Protocols", ETSI EN 302 636-6-1, October 920 2013. 922 [ETSI-GeoNetworking] 923 ETSI Technical Committee Intelligent Transport Systems, 924 "Intelligent Transport Systems (ITS); Vehicular 925 Communications; GeoNetworking; Part 4: Geographical 926 addressing and forwarding for point-to-point and point-to- 927 multipoint communications; Sub-part 1: Media-Independent 928 Functionality", ETSI EN 302 636-4-1, May 2014. 930 [EU-2008-671-EC] 931 European Union, "Commission Decision of 5 August 2008 on 932 the Harmonised Use of Radio Spectrum in the 5875 - 5905 933 MHz Frequency Band for Safety-related Applications of 934 Intelligent Transport Systems (ITS)", EU 2008/671/EC, 935 August 2008. 937 [FirstNet] 938 U.S. National Telecommunications and Information 939 Administration (NTIA), "First Responder Network Authority 940 (FirstNet)", [Online] 941 Available: https://www.firstnet.gov/, 2012. 943 [FirstNet-Report] 944 First Responder Network Authority, "FY 2017: ANNUAL REPORT 945 TO CONGRESS, Advancing Public Safety Broadband 946 Communications", FirstNet FY 2017, December 2017. 948 [Fuel-Efficient] 949 van de Hoef, S., H. Johansson, K., and D. V. Dimarogonas, 950 "Fuel-Efficient En Route Formation of Truck Platoons", 951 IEEE Transactions on Intelligent Transportation Systems, 952 January 2018. 954 [ID-Multicast-Problems] 955 Perkins, C., McBride, M., Stanley, D., Kumari, W., and JC. 956 Zuniga, "Multicast Considerations over IEEE 802 Wireless 957 Media", draft-ietf-mboned-ieee802-mcast-problems-06 (work 958 in progress), July 2019. 960 [ID-Vehicular-MM] 961 Jeong, J., Ed., Shen, Y., and Z. Xiang, "Vehicular 962 Mobility Management for IP-Based Vehicular Networks", 963 draft-jeong-ipwave-vehicular-mobility-management-01 (work 964 in progress), July 2019. 966 [ID-Vehicular-ND] 967 Jeong, J., Ed., Shen, Y., and Z. Xiang, "Vehicular 968 Neighbor Discovery for IP-Based Vehicular Networks", 969 draft-jeong-ipwave-vehicular-neighbor-discovery-07 (work 970 in progress), July 2019. 972 [Identity-Management] 973 Wetterwald, M., Hrizi, F., and P. Cataldi, "Cross-layer 974 Identities Management in ITS Stations", The 10th 975 International Conference on ITS Telecommunications, 976 November 2010. 978 [IEEE-802.11-OCB] 979 "Part 11: Wireless LAN Medium Access Control (MAC) and 980 Physical Layer (PHY) Specifications", IEEE Std 981 802.11-2016, December 2016. 983 [IEEE-802.11p] 984 "Part 11: Wireless LAN Medium Access Control (MAC) and 985 Physical Layer (PHY) Specifications - Amendment 6: 986 Wireless Access in Vehicular Environments", IEEE Std 987 802.11p-2010, June 2010. 989 [Intro-to-Algorithms] 990 H. Cormen, T., E. Leiserson, C., L. Rivest, R., and C. 991 Stein, "Introduction to Algorithms, 3rd ed.", The 992 MIT Press, July 2009. 994 [IPv6-over-802.11-OCB] 995 Benamar, N., Haerri, J., Lee, J., and T. Ernst, "Basic 996 Support for IPv6 over IEEE Std 802.11 Networks Operating 997 Outside the Context of a Basic Service Set (IPv6-over- 998 80211-OCB)", draft-ietf-ipwave-ipv6-over-80211ocb-49 (work 999 in progress), July 2019. 1001 [ISO-ITS-IPv6] 1002 ISO/TC 204, "Intelligent Transport Systems - 1003 Communications Access for Land Mobiles (CALM) - IPv6 1004 Networking", ISO 21210:2012, June 2012. 1006 [NHTSA-ACAS-Report] 1007 National Highway Traffic Safety Administration (NHTSA), 1008 "Final Report of Automotive Collision Avoidance Systems 1009 (ACAS) Program", DOT HS 809 080, August 2000. 1011 [RFC3561] Perkins, C., Belding-Royer, E., and S. Das, "Ad hoc On- 1012 Demand Distance Vector (AODV) Routing", RFC 3561, July 1013 2003. 1015 [RFC3849] Huston, G., Lord, A., and P. Smith, "IPv6 Address Prefix 1016 Reserved for Documentation", RFC 3849, July 2004. 1018 [RFC4086] Eastlake 3rd, D., Schiller, J., and S. Crocker, 1019 "Randomness Requirements for Security", RFC 4086, June 1020 2005. 1022 [RFC4861] Narten, T., Nordmark, E., Simpson, W., and H. Soliman, 1023 "Neighbor Discovery for IP Version 6 (IPv6)", RFC 4861, 1024 September 2007. 1026 [RFC4862] Thomson, S., Narten, T., and T. Jinmei, "IPv6 Stateless 1027 Address Autoconfiguration", RFC 4862, September 2007. 1029 [RFC4941] Narten, T., Draves, R., and S. Krishnan, "Privacy 1030 Extensions for Stateless Address Autoconfiguration in 1031 IPv6", RFC 4941, September 2007. 1033 [RFC5213] Gundavelli, S., Ed., Leung, K., Devarapalli, V., 1034 Chowdhury, K., and B. Patil, "Proxy Mobile IPv6", 1035 RFC 5213, August 2008. 1037 [RFC5844] Wakikawa, R. and S. Gundavelli, "IPv4 Support for Proxy 1038 Mobile IPv6", RFC 5844, May 2010. 1040 [RFC5889] Baccelli, E. and M. Townsley, "IP Addressing Model in Ad 1041 Hoc Networks", RFC 5889, September 2010. 1043 [RFC5944] Perkins, C., Ed., "IP Mobility Support in IPv4, Revised", 1044 RFC 5944, November 2010. 1046 [RFC6250] Thaler, D., "Evolution of the IP Model", RFC 6250, May 1047 2011. 1049 [RFC6275] Perkins, C., Ed., Johnson, D., and J. Arkko, "Mobility 1050 Support in IPv6", RFC 6275, July 2011. 1052 [RFC6775] Shelby, Z., Chakrabarti, S., Nordmark, E., and C. Bormann, 1053 "Neighbor Discovery Optimization for IPv6 over Low-Power 1054 Wireless Personal Area Networks (6LoWPANs)", RFC 6775, 1055 November 2012. 1057 [RFC7181] Clausen, T., Dearlove, C., Jacquet, P., and U. Herberg, 1058 "The Optimized Link State Routing Protocol Version 2", 1059 RFC 7181, April 2014. 1061 [RFC8200] Deering, S. and R. Hinden, "Internet Protocol, Version 6 1062 (IPv6) Specification", RFC 8200, July 2017. 1064 [SAINT] Jeong, J., Jeong, H., Lee, E., Oh, T., and D. Du, "SAINT: 1065 Self-Adaptive Interactive Navigation Tool for Cloud-Based 1066 Vehicular Traffic Optimization", IEEE Transactions on 1067 Vehicular Technology, Vol. 65, No. 6, June 2016. 1069 [SAINTplus] 1070 Shen, Y., Lee, J., Jeong, H., Jeong, J., Lee, E., and D. 1071 Du, "SAINT+: Self-Adaptive Interactive Navigation Tool+ 1072 for Emergency Service Delivery Optimization", 1073 IEEE Transactions on Intelligent Transportation Systems, 1074 June 2017. 1076 [SANA] Hwang, T. and J. Jeong, "SANA: Safety-Aware Navigation 1077 Application for Pedestrian Protection in Vehicular 1078 Networks", Springer Lecture Notes in Computer Science 1079 (LNCS), Vol. 9502, December 2015. 1081 [Truck-Platooning] 1082 California Partners for Advanced Transportation Technology 1083 (PATH), "Automated Truck Platooning", [Online] Available: 1084 http://www.path.berkeley.edu/research/automated-and- 1085 connected-vehicles/truck-platooning, 2017. 1087 [TS-23.285-3GPP] 1088 3GPP, "Architecture Enhancements for V2X Services", 3GPP 1089 TS 23.285, June 2018. 1091 [VIP-WAVE] 1092 Cespedes, S., Lu, N., and X. Shen, "VIP-WAVE: On the 1093 Feasibility of IP Communications in 802.11p Vehicular 1094 Networks", IEEE Transactions on Intelligent Transportation 1095 Systems, vol. 14, no. 1, March 2013. 1097 [WAVE-1609.0] 1098 IEEE 1609 Working Group, "IEEE Guide for Wireless Access 1099 in Vehicular Environments (WAVE) - Architecture", IEEE Std 1100 1609.0-2013, March 2014. 1102 [WAVE-1609.2] 1103 IEEE 1609 Working Group, "IEEE Standard for Wireless 1104 Access in Vehicular Environments - Security Services for 1105 Applications and Management Messages", IEEE Std 1106 1609.2-2016, March 2016. 1108 [WAVE-1609.3] 1109 IEEE 1609 Working Group, "IEEE Standard for Wireless 1110 Access in Vehicular Environments (WAVE) - Networking 1111 Services", IEEE Std 1609.3-2016, April 2016. 1113 [WAVE-1609.4] 1114 IEEE 1609 Working Group, "IEEE Standard for Wireless 1115 Access in Vehicular Environments (WAVE) - Multi-Channel 1116 Operation", IEEE Std 1609.4-2016, March 2016. 1118 Appendix A. Changes from draft-ietf-ipwave-vehicular-networking-10 1120 The following changes are made from draft-ietf-ipwave-vehicular- 1121 networking-10: 1123 o This version is revised based on the comments from Charlie Perkins 1124 and Sri Gundavelli. 1126 o Many editorial comments and questions from Charlie Perkins are 1127 addressed in this document. 1129 o According to Sri Gundavelli's comments, the solution text and RFC 1130 8505 reference for the vehicular ND are deleted from Section 5.1 1131 in this document. 1133 Appendix B. Acknowledgments 1135 This work was supported by Basic Science Research Program through the 1136 National Research Foundation of Korea (NRF) funded by the Ministry of 1137 Education (2017R1D1A1B03035885). 1139 This work was supported in part by the MSIT (Ministry of Science and 1140 ICT), Korea, under the ITRC (Information Technology Research Center) 1141 support program (IITP-2019-2017-0-01633) supervised by the IITP 1142 (Institute for Information & communications Technology Promotion). 1144 This work was supported in part by the French research project 1145 DataTweet (ANR-13-INFR-0008) and in part by the HIGHTS project funded 1146 by the European Commission I (636537-H2020). 1148 Appendix C. Contributors 1150 This document is a group work of IPWAVE working group, greatly 1151 benefiting from inputs and texts by Rex Buddenberg (Naval 1152 Postgraduate School), Thierry Ernst (YoGoKo), Bokor Laszlo (Budapest 1153 University of Technology and Economics), Jose Santa Lozanoi 1154 (Universidad of Murcia), Richard Roy (MIT), Francois Simon (Pilot), 1155 Sri Gundavelli (Cisco), Erik Nordmark, Dirk von Hugo (Deutsche 1156 Telekom), and Pascal Thubert (Cisco). The authors sincerely 1157 appreciate their contributions. 1159 The following are co-authors of this document: 1161 Nabil Benamar 1162 Department of Computer Sciences 1163 High School of Technology of Meknes 1164 Moulay Ismail University 1165 Morocco 1166 Phone: +212 6 70 83 22 36 1167 EMail: benamar73@gmail.com 1169 Sandra Cespedes 1170 NIC Chile Research Labs 1171 Universidad de Chile 1172 Av. Blanco Encalada 1975 1173 Santiago 1174 Chile 1176 Phone: +56 2 29784093 1177 EMail: scespede@niclabs.cl 1179 Jerome Haerri 1180 Communication Systems Department 1181 EURECOM 1182 Sophia-Antipolis 1183 France 1185 Phone: +33 4 93 00 81 34 1186 EMail: jerome.haerri@eurecom.fr 1188 Dapeng Liu 1189 Alibaba 1190 Beijing, Beijing 100022 1191 China 1193 Phone: +86 13911788933 1194 EMail: max.ldp@alibaba-inc.com 1196 Tae (Tom) Oh 1197 Department of Information Sciences and Technologies 1198 Rochester Institute of Technology 1199 One Lomb Memorial Drive 1200 Rochester, NY 14623-5603 1201 USA 1203 Phone: +1 585 475 7642 1204 EMail: Tom.Oh@rit.edu 1206 Charles E. Perkins 1207 Futurewei Inc. 1209 2330 Central Expressway 1210 Santa Clara, CA 95050 1211 USA 1213 Phone: +1 408 330 4586 1214 EMail: charliep@computer.org 1216 Alexandre Petrescu 1217 CEA, LIST 1218 CEA Saclay 1219 Gif-sur-Yvette, Ile-de-France 91190 1220 France 1222 Phone: +33169089223 1223 EMail: Alexandre.Petrescu@cea.fr 1225 Yiwen Chris Shen 1226 Department of Computer Science & Engineering 1227 Sungkyunkwan University 1228 2066 Seobu-Ro, Jangan-Gu 1229 Suwon, Gyeonggi-Do 16419 1230 Republic of Korea 1232 Phone: +82 31 299 4106 1233 Fax: +82 31 290 7996 1234 EMail: chrisshen@skku.edu 1235 URI: http://iotlab.skku.edu/people-chris-shen.php 1237 Michelle Wetterwald 1238 FBConsulting 1239 21, Route de Luxembourg 1240 Wasserbillig, Luxembourg L-6633 1241 Luxembourg 1243 EMail: Michelle.Wetterwald@gmail.com 1245 Author's Address 1246 Jaehoon Paul Jeong (editor) 1247 Department of Computer Science and Engineering 1248 Sungkyunkwan University 1249 2066 Seobu-Ro, Jangan-Gu 1250 Suwon, Gyeonggi-Do 16419 1251 Republic of Korea 1253 Phone: +82 31 299 4957 1254 Fax: +82 31 290 7996 1255 EMail: pauljeong@skku.edu 1256 URI: http://iotlab.skku.edu/people-jaehoon-jeong.php