Performance Evaluation of IEEE 802.
11 Rate
Adaptation Algorithms in Vehicular Networks
Philip Ozorio and Kyeong Soo Kim
System and Process Engineering Centre (SPEC)
College of Engineering
Swansea University
Swansea UK
625750@swansea.ac.uk
AbstractRate adaptation algorithms such as Auto Rate
Fallback (ARF) and Adaptive ARF (AARF) were designed to
select the optimal bit rate based on the link condition to
maximize the performance of the wireless network. In vehicular
networks, the wireless link quality can vary in a short period of
time due to packet collision and movement of vehicles at high
speeds. We used OMNeT++/INET to build a simple
infrastructure network model to investigate whether ARF and
AARF are able to provide higher throughput than no rate
adaptation algorithm (1) in a highly congested network, (2) when
nodes are in motion. We found both ARF and AARF reduced the
number of packet collisions but failed to improve the throughput,
which suggests ARF and AARF are not suitable for use in
vehicular networks.
Keywords Rate adaptation; ARF; AARF; vehicular networks
I. INTRODUCTION
IEEE 802.11 is a family of medium access control and
physical layer specifications for Wireless Local Area Networks
(WLANs). The IEEE 802.11 standard provides the basis for
network devices under the Wi-Fi brand. The W-Fi industry
claims to have sold more than one device per person in the
world,[1] and with 802.11g/n being the two most common
implementations today.[2] The 802.11 standard is constantly
evolving to provide better performance and capacity to meet
the ever-increasing demand for connectivity especially with the
surge of consumer interest in smart devices. Of recent
developments of interest are the Mobile Ad hoc Networks
(MANET) and Vehicular Ad hoc Network (VANET).[3]
VANET is a classification of MANET that provides
communication between vehicles and fixed equipment such as
road side units (RSU) over dedicated short range
communication (DSRC). The objective of VANET is to
provide road safety measures by allowing the exchange of real-
time data such as vehicular speed and location coordinates
between vehicles. VANET is still at an infancy stage with
many networking technologies proposed for use such as
802.11p and Worldwide Interoperability for Microwave Access
(WiMAX).[4]
802.11g provide multiple physical bit rates from 6Mbps up
to 54Mbps.[5] A high bit rate can theoretically produce a high
throughput when used with high quality links but will produce
a lower throughput with lossy or poor quality links. Rate
adaptation algorithms try and determine the optimal bit rate for
a given link connection to maximize the throughput. In this
work we investigate the performance of two well-know rate
adaptation algorithms, Auto Rate Fallback(ARF)[6] and
Adaptive Auto Rate Fallback(AARF)[7] in vehicular networks.
For performance evaluation, we implement a simple VANET
simulation model using OMNeT++.[8] The simulation looks at
the effect of a number of parameters that affects the throughput
of the network:
Number of vehicles: as the number of wireless nodes
increases, the number of packet collision will also
increase, reducing the throughput.
Vehicle speed: vehicles do not move at constant speed and
as a result the quality of the link can vary.
Rate adaptation algorithms: these algorithms may improve
throughput of the network by selecting the optimal bit rate
for transmission.
A. Software and simulation
This part introduces the two pieces of software used in our
work and the reasons for simulation.
OMNeT++ stands for Objective Modular Network Testbed
in C++.[8] It is a discrete event simulation environment
primarily used to build communication network simulators.
OMNeT++ alone does not provide any components for
networks but rather providing component architecture for
building models. In addition to OMNeT++, we used the
INET[9] framework for OMNeT++. The INET framework is
an open-source communication network simulation package
that has the wireless model and the two rate adaptation
algorithm used to create our VANET model.
There are a few advantages of using a simulation for this
research over a real network. Firstly, the cost of vehicles and
equipment for setting up a vehicular network would cost much
more than a computer needed for simulation. Secondly, a real
network can become prohibitively expensive if the number of
vehicles was to increase and the time needed to setup and run
experiments would also increase. Simulation can be used to
determine the scalability of the network. Lastly is safety, even
in a controlled environment there is an inherent risk of vehicle
accident; by using simulator, the user can test any parameters
without risk of accidents.
 The disadvantage of simulation is the possibility of
software bugs which could provide wrong or misleading data
from simulations. However, given the cost and time advantages
of software simulation, software simulation would provide
good basis before performing any experimental study in the
real world.
B. Rate adaptation algorithms: ARF and AARF
ARF was the first rate adaptation algorithm for 802.11.[7]
ARF was designed to improve the throughput by increasing the
bit rate after a predefined number of successful transmissions
in a fixed period of time and switching to a lower bit rate after
a few consecutive transmission failures.
When the bit rate is increased, a probing packet is sent.
This probing packet must succeed otherwise the rate will be
reduced. This poses a problem for links that fade in and out, in
particular vehicular networks. Vehicles are constantly moving
and the nodes are moving towards and away from different
roadside units at varying speeds. The mobile node does not
know the location of the other nodes nor is unable to predict
them based on previous data. Additionally, ARF and AARF are
receiver based algorithm and is unable to differentiate between
packet collision and transmission failure. As the number of
mobile nodes in the network increases, the probability of
packet collision also increases.
A. Mobile Node Model
The centre of the mobile node is a model of an 802.11
network interface card. This compound module is configured
to act as a station with a traffic generator application,
EtherAppCli connecting to the upperLayerIn of the network
interface card(NIC). LinearMobility module is used model the
mobility of the node and is configured to wrap around to the
opposite border when the node reaches to the end of the
playground.
B. Road Side Unit Model
The road side unit model is simply an 802.11NIC
configured as an access point with the output of the NIC
connected to a sink module. The road side unit is stationary so
a StationaryMobility module was used here. The objective of
this study is to measure throughput, the sink implemented here
is a measure of the throughput of all the traffic from the mobile
nodes to the road side unit.
C. Playground
The network playground is a two dimensional square
measuring 400m by 400m. We model the vehicles and the road
side unit on a flat plane and as the vehicle reaches to the end of
the border it appears again at the beginning to emulate a
constant traffic flow on a motorway.

Even when the link quality remains fairly stable, it is

possible for ARF to produce a lower throughput due to the
algorithms trying to use a higher bit rate than can and causing
many transmission failures. The additional time needed for
retransmit packets reduces the overall throughput. AARF is
designed to address this particular problem by by adapting the
threshold using Binary Exponential Backoff.[7] When a packet
probe fails, the number of successive transmission is multiplied
by two which in effect increases the time until the algorithm
attempts a higher bit rate. This threshold is reset back to the
default value of 10 when the bit rate falls due to two
consecutive transmissions fails.
The effect of AARF is an increase of throughput in stable
conditions over ARF as fewer attempts to transmit at higher bit
rates than the connection allows, consequently fewer failed
transmissions and retransmission.
In the context of vehicular networks, the channel conditions
are not stable as vehicles rarely travel at constant speed and the
Figure 1. The graphical interface of our model. The model consist of a
displacement between cars is continuously changing. By using
variable number of mobile nodes representing by cliHost[*] and a stationary
a simulation we can determine if rate adaptation algorithms can roadside unit represented by ap.)
provide better throughput in the conditions what one might
encounter in a vehicular network. III. SIMULATION SETTINGS
II. METHODOLOGY TABLE I. MODEL PARAMETERS
We present a simple WLAN network built in
MAC Settings
OMNeT++/INET to model our VANET. Our model is based
on the wireless throughput example from the INET framework. rtsThresholdBytes (bytes) 2346
The INET framework provides the implementation of 802.11 cwMinData (number of slots) 31
networking protocols and the rate adaptation algorithm. Our
network was created using OMNeT++ version 4.4.1 and INET cwMaxData (number of slots) 1023
version 2.3 installed on Mac OS X 10.8. cli
reqLength (bytes) 1000
 MAC Settings adaptation algorithm on the throughput as the number of
sendInterval (ms) 0.15 vehicles increased.
Rate Adaptation IV. PERFORMANCE EVALUATION
TimerTimeout (number of packets) 15
A. Stationary conditions
minSuccessThreshold (number of packets) 10 25"
maxSuccesThreshold (number of packets) 50 None"
successCoefficient (no units) 2 ARF"

Number"of"Packet"Collision"(x1000)"
20" AARF"
TABLE II. SIMULATION VARIABLES

Variables
**.mac.autobitrate 0,1,2 15"
Number of mobile nodes 1-100

Movespeed (m/s) 5-50 in steps of 5

10"

In the previous sections we briefly mentioned 802.11g/n

being the two most common standard used today. Our VANET
model uses the 802.11g standard. This standard was chosen 5"
over the others because of the availability of hardware and cost.
While this has little effect on our simulation, it would certainly
be a factor if the experiment were to be carried out in the real 0"
world. 1" 4" 16" 64"
Some of the important parameters relevant to the study can Number"of"Vehicles"
be found in Table I. The majority of the internal protocol
Figure 2. Number of packet collisions at ap with stationary vehicles
parameters are the default values defined by the IEEE standard.
In our model, cliEtherApp is set to generate 8000 bit packet at
In Figure 2 we can see a correlation between the number of
an interval of 0.15ms. Equation (1) shows the calculation of the
time period. This should allow the mobile nodes to utilize close packet collisions at ap with the number of vehicles in the
to the 54Mbps available. network. As the number of collision increases, the throughput
decreases. The number of packet collisions was lower when
Packet Length * 1 / Time Period = Output (1) rate adaptation algorithm was enabled.

The parameters in Table II shows the variables that were be 14" None"
used for our experiment. The first experiment was investigating ARF"
the effect of rate adaptation algorithm when there is high
collision. In this case the number of mobile nodes were varied 12" AARF"
Average"throughput"per"car"(Mbps)"

between 1 and 100 then repeated once with each algorithm.

This was conducted with all the mobile nodes when they are 10"
stationary.
The second experiment examines the effect of rate 8"
adaptation algorithm when the mobile nodes are in linear
motion. The number of vehicles was fixed at 20 with an
average velocity ranging from 5 to 50m/s. Vehicles in the real 6"
world rarely travel at a constant velocity so we have applied a
uniform distribution between two intervals to give us an
average velocity. The mobility speed of all the mobile nodes is 4"
independent of each other, which allows them to move towards
or further from each other.
2"
A simulation time limit of 30s is imposed on both
experiments. This allows a good sample size to determine the
throughput of the network. 0"
1" 4" 16" 64"
We used the network model shown in section II with the Number"of"Vehicles"
parameters defined in section III to evaluate the effect of rate
Figure 3. Throughput per vehicle with stationary vehicles
 In figure 3 shows the throughput of each vehicle decreases 20"
as the number of mobile nodes increases. In stationary None" ARF" AARF"
conditions we found that while ARF and AARF did help 18"
reduce the number of packet collision but also reduced the

Number"of"Packet"Collision"(x1000)"
throughput of the network substantially. The lower number of 16"
packet collision could be attributed to the lower throughput.
14"
B. Mobile conditions
12"
14" None" ARF" AARF" 10"

8"
12"
6"
Throughput"of"Network"(Mbps)"

10" 4"

8" 2"

0"
6" 5" 10" 15" 20" 25" 30" 35" 40" 45" 50"
Number"of"Vehicles"
4" Figure 5. Number of packet collisions at ap with 20 vehicles in motion

2"
0"
5" 10" 15" 20" 25" 30" 35" 40" 45"
Average"Velocity"(m/s)"
Figure 4. Thoughput of network with 20 vehicles in motion
In figure 4 we can see the throughput fluctuated more
without rate adaptation but yielded a higher throughput overall
while the throughput of ARF and AARF were less affected by
the change in velocities but the throughput was more than 10
times less than without rate adaptation. Figure 5 showed the
number of packet collision was much lower when rate
adaptation was enabled.
We found the throughput suffered greatly with the rate
adaption enabled. We investigated further by reducing the
simulation time limit to a few seconds. We found the
throughput with rate adaptation algorithms enabled was higher
during the first two seconds of the simulation but continued to
decrease as time continued. Our initial prediction was that rate
adaptation would produce a lower throughput when the link
conditions remained stable. However even when conditions
were constantly varied we were not able to produce higher
throughput than when rate adaptation was disabled.
V. CONCLUSION
From the results we found that ARF and AARF improved
throughput for a very short duration but as time went on it only
reduced the throughput in both stationary and mobile
condition. The throughput when rate adaption is enable was
50"
more than a factor of ten lower than when it is disabled. This
indicates that there may be a problem with the simulation or
the implementation of rate algorithm in INET. Another
possibility is that the rate adaptation algorithm is unable to
distinguish between transmission failures and collision, hence
failing to adapt correctly for the given link condition.
We also found rate adaptation algorithm increased MAC
delay. Concluding from our simulation results, we believe both
ARF and AARF is not suitable for VANETs because it is
unable to yield long-term performance advantages over no rate
adaptation.
This work have showed how a VANET can be modeled on
OMNeT++ with relative ease and is able to produce theoretical
results of a large vehicular network at the cost of a personal
computer. It should be noted that results from simulation may
not be a true representation of the real-world. Additional work
can be carried out to verify the results from our simulation.
In addition to practical investigation, other rate adaptation
algorithm such as SampleRate[10]and other non receiver based
rate adaptation algorithm can be modeled to determine their
suitability in a VANET.
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