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Power leads should be routed directly to vehicle battery terminals, avoiding any use
of existing automobile wiring.
http://rf.harris.com/capabilities/tactical-radios-networking/rf-7800i/
Important Note! Run your transceiver power leads directly to your vehicle battery
terminals and avoid any use of existing automobile wiring.

The wiring used in most car power outlets is not designed to carry the high currents
that a transmitter may draw, and they may quickly overheat and start a fire.

More likely you will just pop a fuse or two in your car’s fuse bank, but don’t risk it.
Further, you may pick up all sorts of electrical noise if you try to use your car’s wiring.
Just say no to automobile wiring!
The RF-7800I Vehicular Intercom System is a comprehensive solution for in-vehicle
voice and data communication, tactical network connectivity, and battle management
system interoperability. The RF-7800I provides voice and data connectivity among
vehicle crew members while creating a network backbone to integrate vehicle
communication systems. With a modular, configurable platform, the RF-7800I is not
only easy to install, but also is lightweight and requires minimal power draw.

Built to MIL-STD-810F specifications, the rugged RF-7800I Vehicular Intercom System

interoperates with the family of Harris Falcon® tactical radios as well as other military,
government and commercial devices. This allows crew members to communicate
with dismounted personnel and other vehicles or command centers through HF, VHF,
UHF, SPR and BGAN satellite communications technology.
To have VHF and/or UHF FM capability on the road in order
to use local area repeaters and simplex. With that
assumption, the decision then turns to whether or not the
cars shall also have HF mobile, too to reach out to greater
distances with single sideband using the ionosphere skip
provided by HF.

Power Leads:
The power leads for your radio mobile transceiver will usually
be a set of wires that are sold with your radio.
This will usually be a minimum AWG 14 gauge wire pair
(often larger 12 or 10 gauge), with in-line fuses.
If you are brewing your own power leads be sure to use
heavy gauge wire with fuses appropriate to the maximum
currents your transmitter will draw.
A 100 watt transmitter coupled with 12 AWG wire and 25
amp fuses in both leads is a safe option.
Installations of mobile station in vehicle
• Let’s consider the various station components depicted in the
block diagram and cover some installation fundamentals, tips,
and recommendations for each.
• The Transceiver: Besides your budget, your selection of a
transceiver will be driven in large part by the bands on which
you wish to operate. While variations exist, mobile transceivers
tend to follow one of three primary styles:
• VHF and/or UHF, FM mode only (and frequently accommodation
for digital packet)
• HF SSB mode (usually 10m to 160m bands, often with 6m VHF;
also may have CW, AM, digital modes)
• “All mode, all band,” which usually means something like 70cm
UHF, 2m and 6m VHF, and 10m to 160m HF, including FM, AM,
SSB, and CW modes, and accommodation for digital ops.
Antennas:

• With the power leads routed from battery to transceiver, my attention turned to
the challenge of antennas.

• I planned to use a dual-band 2m/70cm antenna at one mounting position and a

separate mounting position for the HF band antenna(s).

• Several factors fed into the antenna selections and mounting positions. Keeping
in mind the tenet that every antenna is a compromise, I selected antennas and
mounting locations that were a compromise between convenience, cost, and
performance.

• A higher antenna mounting position will usually provide better performance

than a lower one, and more metal mass ‘under’ the antenna is better, with solid
electrical continuity between the antenna ground side and the vehicle mass.
For ¼-wavelength vertical antennas, a good ground plane is
essential to good performance.

A quarter wave antenna mounted solidly to the vehicle roof is a

great option, but avoid drilling into the roof for mounting or
coaxial cable routing.
wireless communication system as it relates to automotive and commercial vehicle
applications.

It is intended to develop the skill set necessary for an educated understanding of the
challenges and opportunities related to Connected Vehicles and connected
applications

t is possible to build a multihop network among several vehicles that have

communication devices.

These vehicles would form a mobile ad hoc network, and could pass along information
about road conditions, accidents, and congestion.

A driver could be made aware of the emergency braking of a preceding vehicle, or the
presence of an obstacle in the roadway. Such a network could also help platooning
vehicles (strings of vehicles that communicate with each other so they can maintain a
tight inter-vehicle spacing) utilize the roadways efficiently. It can also help vehicles
negotiate critical points like blind crossings (intersections without traffic lights) and
entries to highways.
Radio Bands Used in Inter-Vehicle Communication

Different frequency bands that can be used in IVC.

Bluetooth and Ultra-Wideband (UWB) technologies are explored in some detail.

It is possible for communicating vehicles to use both infrared and radio waves. VHF and microwaves are a type of
broadcast communication while infrared and millimeter waves are a type of directional communication. Microwaves
are used most often, as cited in [Hubaux04]. For instance, 75 MHz is allotted in the 5.9 GHz band for dedicated short
range communication (DSRC). It is possible to use Bluetooth, which operates in the 2.4 GHz industry, science, and
medicine (ISM) band, to set up the communication between two vehicles. It is reliable up to a speed of 80 km/h and
range of 80 m. However, it can take up to 3 seconds to establish the communication. Also, since Bluetooth requires a
master and slave setup, the master could potentially refuse a communication request. In addition, the master may
already be communicating with another slave, which would lower the possible communication rate.

An alternative to Bluetooth is a new radio frequency technique called UWB. Because of the wideband nature of the
signal, UWB has been used in radar applications. The Federal Communication Commission (FCC) refers to UWB
technology as having high values of fractional bandwidth (> 0.25). The main advantages of UWB technology are its
high data rate, low cost, and immunity to interference. On the other hand, it could possibly interfere with other
existing radio services, for instance, the Global Positioning System (GPS). Because of a lower bit error rate (BER), the
coded Gaussian pulses waveform is thought to be superior to monocycle pulses. For details see [Elbahhar05]. The
system is not believed to be too sensitive to multipath or jitter effects. The fact that UWB could potentially interfere
with communication sources is a technical problem that must be solved before it could be used in IVC systems. Also,
there is a concern that UWB's radio coverage could extend to uninvolved vehicles, which could generate false or
irrelevant information.
Wave Propagation Simulations in Inter-Vehicle Communication

There is interest in the use of the 60 GHz band for inter-vehicle communication. Since a
vehicle can communicate with other vehicles both in front and behind it, the line-of-sight
(LOS) condition is used to obtain the propagation path. To predict the amount of power
received in the LOS case, a 2-wave model can be used. The model contains a direct wave
and a wave reflected from the surface of the road. It determines the propagation path
loss. The distance between the sending and receiving antennas, as well as the height of
the antennas, are variables in the model, but the undulation of the road is not considered.
These undulations cause variations in the amplitude and phase shift of the wave reflected
from the road. This wave can be calculated by using a reflection coefficient determined
from the complex refractive index of asphalt at 60 GHz (n=2-j0.05).
Security Issues in Inter-Vehicle Communication

This section lists the different security and privacy concepts in IVC. Different types of
attackers and attacks are described, as are the techniques used to combat them.
The security of vehicular networks is crucial. It is imperative that life-critical information
cannot be inserted or modified by a malicious person. The system must be able to
determine the liability of drivers while still maintaining their privacy. These problems
are difficult to solve because of the network size, the speed of the vehicles, their
relative geographic position, and the randomness of the connectivity between them. An
advantage of vehicular networks over the more common ad hoc networks is that they
provide ample computational and power resources. For instance, a typical vehicle in
such a network could host several tens or even hundreds of microprocessors.