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Dynamic TV Spectrum Access, Vehicular Communication
Dynamic TV Spectrum Access, Vehicular Communication
Dynamic TV Spectrum Access, Vehicular Communication
k
= (1 P
) +P
(1-p
k
)y(s)
1-p
k
y(s)
(1)
where, be the length of time from an instant when all servers
are busy, an arbitrary customer enters service and there are no
class-a customers in queue, until the first moment there after
that the number of busy servers decreases to m-1 or a
customer from one of the classes k, k+1,,n enters service.
The Laplace-Stieltjes transform (LST) [21] of is given by,
y(s) = E|c
-sy
]
= _s +z
u
+mp |(s +z
u
+mp)
2
4z
u
mp]
1
2 _ (2z
u
)
-1
(2)
and P
Q
is the probability that all servers are busy,
P
=
(mp)
m
m!(1-p)
j
(mp)
n
n!
+
(mp)
m
m!(1-p)
m-1
n=0
[
-1
(3)
and
p = z(mp) , p
k
= p
k
=1
, z
u
= z
<k
Wagner applied matrix-analytic methods to calculate the
Laplace-Stieltjes Transform of the actual waiting time.
Leemans, Venkataramani et al. [22] considered the stationary
distribution of queue lengths and waiting times. They also
used three dimensional state spaces and applied a matrix-
geometric method to analyze the queue [23, 24]. Federgruen et
al [25] characterized the performance space of M/G/m non-
preemptive queueing system.
For M/M/m system, the average waiting time for different
priority classes customer [26],
w
k
=
p
k
P
Q
x
k
(1-p
k
)
(4)
where p
k
=
x
i
N
i
k
i=1
m
.
Then the response time,
I
k
=
1
+w
k
(5)
For M/G/1 multi priority system, the waiting time and the
response time are as follows:
w
k
=
x
i
X
i
2 n
i=1
2(1-p
1
--p
k-1
)(1-p
1
--p
k
)
(6)
I
k
=
1
k
+w
k
(7)
45
4
For multiple servers, the calculation of the mean residual
time R =
1
2
z
X
i
2 n
=1
is not so easy. But if the service times of
all priority classes are identically and exponentially
distributed, then we calculate R in a convenient way. If all
priority classes have exponentially distributed service times
with common mean 1/, then (6) have a closed form solution
with R =
P
Q
m
, where P
Q
is the probability of all channels are
busy.
Again, if we set higher priority to customers of short
service times, the average delay per customer tends to be
reduced. Then for a non-preemptive system with two customer
classes A and B, with respective arrival and service rates
A
,
A
and
B
,
B
, and if
A >
B
, then the average delay per
customer,
I =
x
A
1
A
+x
B
1
B
x
A
+x
B
(8)
is smaller when A is given priority over B than when B is
given priority over A.
IV. ANALYSIS OF VDSA IN VACANT UHF TV
CHANNELS
In this work, we use the data collected from Interstate I-90
in the state of Massachusetts shown in Fig.3 of [15]. The
information about the available bandwidth in vacant UHF TV
channels are extracted from Fig.5 of [6]. We reproduce the
average number of cars per kilometer along I-90 using Fig.
3(b) of [15] and again interpolate the samples which shown in
Fig. 5.
From Fig. 1 we can understand that most white channels
are adjacent to TV channels being used for broadcast. So, the
output power of portable devices in vacant channels adjacent
to TV broadcasting channels should keep under 40 mW.
It is assumed that the transmitting vehicle and the
receiving vehicle of a communication pair are separated by the
transmission range, 300 meters. So, any car within the 500
meters sensing the communication pair cannot use the same
channel. So, in a snapshot the number of cars increases to 1.3
times of the average number of cars per kilometer. As a
consequence the number of customers that is number of
communication set considered is about 65% of the total
number of cars per kilometer on I-90 in a snapshot.
Considering data rate for each higher priority customer is
800 kbps and for each lower priority customer is 400 kbps.
Average packet length is assumed of 500 bytes. We consider
moderate traffic load that means sub-urban area. So,
Okumura-Hata path loss model is used. Here, we use two
types of arrival rates of 20 messages/second and 60
messages/second for two priority classes with meaninterarrival
time of 100 ms. In this analysis, both M/M/m and M/G/m
models are used.
We considering about 20% customers have higher priority.
For the arrival rate of 20 message/second for priority 1
customers experience comparatively less blocking probability.
With arrival rate of 60 message/second priority 2 customers
experience higher probability to get the channels are busy. In
the area of Boston both classes have higher probability.
Fig.7 shows the maximum mean response time of 12 ms
for priority 2 customers at Boston in both M/M/m and M/G/m
FCFS models where both priority classes have same data rate
of 800 kbps. The maximum response time of 11 ms is again
obtained for the priority 2 customers where lower data rate of
400 kbps are assigned to priority 2 customers and higher data
rate of 800 kbps are assigned to priority 1 customers. For
priority 1 customers we also have higher mean response time
at Boston of about 10 ms but still lower than that of priority 2
customers. The second largest values for mean response time
are obtained at Auburn.
It is noticeable that for the same priority class of customer
we have equal mean response time for both M/M/m and
M/G/m model. It has been happened due to different waiting
times in both model are less comparable with transmission
time in non-preemptive queueing model as there is no service
interruption due to priority. We also see that when we use two
different service rates for two classes and given highest
priority to higher service rate reduces the average amount of
mean response time. In addition, if we compare these results
with [15] where preemptive queueing model is used, we see
that in our model we have too much reasonable mean response
time which meets the requirement of DSRC very well for all
cases and for all kinds of customers.
V. CONCLUSION
In this paper, we analyze the feasibility of VDSA in vacant
UHF TV white space. We use multi-server multi-priority non-
preemptive queueing model to evaluate the system
performance. The models are applied to the vehicles traveling
along I-90 in the state of Massachusetts. The results show that
in suburban area, vacant TV band is a feasible resource for
vehicle communication which meets the requirements of
DSRC. Because we have much lower mean response time for
each class of customers in the suburban area, in a consequence
we can say that in area of much lower traffic load such as rural
area, this resource also be useful.
ACKNOWLEDGEMENT
This research was supported by the MKE (The Ministry of
Knowledge Economy), Korea, under the ITRC (Information
Technology Research Center) support program supervised by
the NIPA (National IT Industry Promotion Agency) (NIPA-
2011-C1090-1121-0001).
Fig. 5. Average number of cars per kilometer along I-90.
46
5
Fig. 6. The Probability of all channel being busy observed by different classes customers.
Fig.7. The predicted response times for customers of two priority classes, for both
M/M/m, M/G/m (FCFS, with two different service rates for two priority classes) model.
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