Sustainable Adoption of Connected Vehicles in the
Brazilian Landscape: Policies, Technical

Specifications and Challenges
Douglas Aguiar do Nascimento, Yuzo Iano, Hermes José Loschi, Navid Razmjooy, Robert Sroufe, Vlademir

de Jesus Silva Oliveira, Diego Arturo Pajuelo Castro, Matheus Montagner

Abstract—This paper addresses the intervehicular communi-
cation in Connected Vehicles (CV) by emphasizing V2V (vehicle-
to-vehicle) and V2I (vehicle-to-infrastructure) communications in
terms of evolution, current standards, state-of-the-art studies,
embedded devices, simulation, trends, challenges, and relevant
legislation. To accomplish the objective this review is based on
studies conducted from 2003 to 2019, government reports about
the sustainable deployment of these technologies and their adop-
tion in the Brazilian automotive market according to experts.
Moreover, WAVE (Wireless Access in Vehicular Environment)
and DSRC (Dedicated Short-range Communication) standards,
the performance analysis of communication parameters and
intervehicular available at the market are also described. The
current status of ITS (Intelligent Transportation System) devel-
opment in Brazil is reviewed, as well as the research institutes
and governmental actions focused on introducing the concept
of connected vehicles into the society. The Brazilian outlook
for technological adoption concerning CVs was also discussed.
Besides those, challenges related to technical aspects, safety
and environmental issues, and the standardization for vehicle
communication are also described. Finally, this review highlights
the challenges and proposals from available technologies devoted
to the roads and vehicular infrastructure communication, their
evolution and upcoming trends.

Index Terms—Connected Vehicles, Intelligent Transportation
System, Vehicular Communication, Policies, Specification, Sus-
tainability.

I. INTRODUCTION

The number of deaths from traffic accidents has reached
about 1.25 million per year around the world, representing
the first fatality cause across people aged 15-29 years old
[1]. Despite Brazil’s legislation on the best traffic practices
(prohibiting drunk driving and the awareness of using the
helmet, seat belt, and child restraint), the total number of
fatalities recorded in 2016 was about 34,850 [2]. It is estimated

D. A. Nascimento, Y. Iano, H. J. Loschi and D. A. P. Castro were
with the Department of Communications, School of Electrical and Computer
Engineering, University of Campinas, Campinas, SP, 13083-852 BR, e-mail:
eng.douglas.a@ieee.org.

N. Razmjooy is with Tafresh University, Department of Electrical and
Control Engineering, Tafresh 39518 79611, Iran.

R. Sroufe is with John F. Donahue School of Business, Duquesne Univer-
sity, Rockwell Hall 820, 600 Forbes Avenue, Pittsburgh, PA 15282, USA.

V. J. S. Oliveira is School of Exact and Technological Sciences, Mato
Grosso State University, Av. dos Ingas, 3001, Jardim Imperial, Sinop, MT,
78555-000.

M. Montagner is with Santa Catarina State University, Paulo Malschitzki
St., 200, Bairro: Zona Industrial Norte, Joinville, SC, CEP: 89219-710.

Manuscript received on February 10, 2019 and revised on March 17, 2019.

Fig. 1. Evolution of mortality from terrestrial transport [4].

that Brazil spends US$ 12.3 billion 1 annualy on economic
production losses since the victims are absent from work and
hospital expenses from traffic accidents on Federal and State
highways, municipal and urban agglomerate streets [3]. In
2014, for example, the cost to society was US$ 3.16 billion,
due to the 167,247 traffic accidents only on Federal roads, as
shown in Table 1. The cost of each accident is the sum of the
cost components associated with the control variables of the
additive model - costs associated with people, vehicles and
other costs.

As shown in Figure 1, the economic production losses
arising from labor capacity is the most expensive to society
due to accidents involving workers.

According to Figure 1, there were some sudden death drops
from terrestrial accidents (i.e., 1997-2000 and also 2008-
2010), which were caused by the adotion of a more rigid
legislation according to the new Brazilian Traffic Code (BTC)
and the enforcement of the DWI (Driving While Intoxicated)
Law, respectively. The long-term trend is the increase in the
number of fatalities. The adoption of public policies introduced
by the US Department of Transportation was effective in
reducing fatalities and injuries [5]. The adoption of V2V
technologies could also help avoid 439,000-615,000 crashes,
which represents 13-18% of crashes involving light vechicles,
reducing up to 418,000 MAIS (Maximum Abbreviated Injury
Scale) within a scale of 1-5 injuries and avoid 746,00 damages

11 USD: BRL 4.05 (Sept. 22nd, 2018).

TRANSACTIONS ON ENVIRONMENT AND ELECTRICAL ENGINEERING ISSN 2450-5730 Vol 3, No 1 (2019)
© Douglas Aguiar do Nascimento, Yuzo Iano, Hermes José Loschi, Navid Razmjooy, Robert Sroufe, Vlademir de Jesus Silva Oliveira, Diego Arturo Pajuelo

Castro, Matheus Montagner



TABLE I
ACCIDENT COSTS ON FEDERAL ROADS [3].

Cost Description Value ($) %

People
Hospital expenses; attendance; treatment of injuries; removal of
victims; and economic production losses 1,963,186,281.98 62.01

Vehicle
Removal of vehicles; damage to vehicles; and loss of production capacity
over its lifetime 1,185,294,508.64 37.44

Institutions and property damage Attendance; prosecution and damage to public and private properties 17,282,788.40 0.55
Total 3,165,763,579.02 100.00

to PDOVs (Property-damage-only vehicles) [6]. Technologies
based on partial automation levels (e.g. ESP - Electronic
Stability Control ) are responsible for reducing the number of
accidents. It is estimated that reducing damages or avoiding
crashes in 18% of the total accidents and 34% of those
resulting in fatalities is feasible [7]. Regarding secutiry ap-
plications, such as CICAS (Cooperative Intersection Collision
Avoidance Systems), 80% of crashes could be avoided if 50%
of the crossings were equipped with RSU devices (Road-side
Unit) from V2I (Vehicle-to-infrastructure). Moreover, 50%
of crashes could be avoided if 20% of the crossings were
equipped with RSU V2I [5], [8]. Therefore, stakeholders
from many countries believe that the systems of connected
vehicles (CV – Connected Vehicle), also known as Cooperative
Intelligent Transportation System (C-ITS), have the ability to
enhance traffic in terms of transport security and efficiency [9].
This scenario of connected cars would be associated to Smart
Cities, where several devices are connected in the cloud (data
storage network infrastructure) and able to communicate to
each other in order to exchange information and data storage.
This data, after it was processed and analyzed, would still
be useful in providing services and further processing needs.
Hence, the term “connected car industry” has been widely
used and the revenue forecast for the sales of connected cars
is shown in Figure 2 [10].

Fig. 2. Global market for connected cars.

Many market surveys provide a number of 380 million
connected vehicles [11]–[14]. The development of connected
vehicles is taking place in conjuction with underlying tech-
nologies devoted to network and communication infrastructure

capable of meeting the bandwidth demand required by con-
nected vehicles, such as the 5G mobile communication and
WAVE (Wireless

Access in Vehicular Environment) [15]–[18]. Therefore, this
work proposes an overview on different types of communi-
cation methods for Connected Vehicles and the analysis of
prospects and trends for the Brazilian scenario. It is out of the
scope of this work covering intelligent cooperative transport
systems (CITS) or intervehicular communication for platoon-
ing (convoy), since this approach should describe the routing
of VANET networks, cognitive applications and case studies in
VANET. Readers interested in those technological aspects are
encouraged to search elsewhere [19]–[23]. Connected vehicles
belong to a new model known as Intelligent Transportation
System (ITS), which is focused on improving traffic safety
and efficiency by means of wireless electronic communica-
tion. Connected vehicles rely on GPS (Global Positioning
System) data, connectivity (wireless communication), and data
processing to enable vehicles, smart road infrastructure and
mobile phones to exchange information for providing warning
and security messages to road users [8]. Therefore, this work
was structured as follows: Section 2 introduces IoV (Internet
of Vehicles) and associated definitions. Section 3 addresses
vehicular communication in terms of infrastructure and data
exchange, protocols and technologies to connect vehicles.
Section 4 describes the Brazilian adoption of vehicular tech-
nologies. Section 5 deals with the challenges from technical
aspects (e.g., which frequency range to use and allocation
issues), safety, and public acceptance within the Brazilian
scenario. Section 6 describes the legislation, public policies
and legal perspective. Section 7 provides conclusions based
on the idea of vehicle communication.

II. INTERNET OF VEHICLES

The Internet of Things (IoT) [25] is a paradigm that
establishes a world of embedded physical objects, based on
sensors and actuators, connected to wireless networks. They
can communicate through the Internet, which gives rise to
a network of intelligent objects able to do various types of
data processing, get environmental variables, and react to
external event. These objects are connected to each other
and to other resources (physical or virtual). They can be
controlled through the Internet, which allows a plethora of
applications that will be able to use new types of data,
services and operations available. IoT is an example of an
emerging technology that contributes to the achievement of



Fig. 3. IoV big data architecture, based on [24].

new fields of application for information and communication
technologies (ICTs). One of these domains can be understood
as that from smart cities, wherein the use of communication
and sensing technologies provides value-added services to the
administrative bodies of such cities and their citizens [26],
[27]. One of the applications regarding the ICT domain is the
intelligent mobility. As described elsewhere [28], mobility is
part of the daily life of the modern society, since it requires
transportation systems based on different types of vehicles
and communication infrastructure. With the recent advances in
information and communication technologies, mobility has an
important role in providing a better quality of life. The Internet
of Things integrates intelligence into existing research and
development areas, such as smart-health, smart-home, smart-
energy, smart industry and smart transport - or smart mobility
as described in [29] (see Figure 3).

The Internet of Vehicles (IoV) is one of the revolutions
mobilized by IoT, which involves the concept of VANET
- Vehicular Ad hoc Networks, to convey the vision of the
smartphone to the smart car [30], [31]. VANET is aimed
at improving traffic efficiency and safety by means of real-
time communication between advanced wireless access tech-
nologies, enabling vehicles with or without RSU (Road Side
Unit) [31]. VANETs are a special class of Mobile Ad hoc
Networks (MANET) in which the vehicles work as peo-
ple. These networks are characterized by the high speed of
vehicles, low intercontact times among hosts, intermittent
connection and real-time data exchange requirements [32].
Moreover, these networks rely on a minimum or temporary
infrastructure and are characterized by high mobility, fixed
road networks, traffic patterns and predictable speed under
traffic congestion conditions, low power requirements, and
storage limitations. Even though other communication systems
rely on high message throughput, VANETs primarily focus on
reliable communication and fast dissemination of safety mes-

sages [33]. This way CVs may communicate with each other
or with the traffic infrastructure (RSU) by using consolidated
Technologies, which are divided as [32]: 1. Vehicle-to-vehicle
(V2V) communication; 2. Vehicle-to-infrastructure (V2I) com-
munication; 3. Hybrid communication composed of V2V and
V2I, and 4. Vehicle-to-everything (V2X) communication. V2V
communication is also known as C2C (Car-to-car), or inter-
vehicle communication (IVC). The term “Connected Vehi-
cles” refers to the applications, services, and technologies for
connecting vehicles. By adopting a similar definition as New
Cars Auto Connected, a connected vehicle is basically formed
by the presence of devices that connect this vehicle to other
services, devices, networks, applications and services outside
the vehicle. Applications include traffic efficiency and safety,
infotainment, parking assistance, roadside assistance, remote
diagnostics and telematics for self-driving vehicles, and Global
Positioning System (GPS). Vehicles with advanced interactive
driver-assistance systems (ADAS) and Cooperative Intelligent
Transport Systems (C-ITS) can be considered the typical con-
nected vehicles. Safety applications for connected vehicles are
designed to increase the awareness and reduce traffic accidents
through vehicle to vehicle (V2V) and vehicle to infrastructure
(V2I) communications [34], [35]. An increasing number of
factories are equiping their vehicles with on-board computers,
sensors, and navigating systems able to create mass scale
vehicle networks [36]–[38]. By using a myriad of sensors,
cameras, computers, and communication services, vehicles are
able to harvest, process, analyze, and send information to
help drivers [38]. Traffic Information Systems (TISs) allow
a better use of road networks by providing real-time traffic
conditions and by guiding drivers to make better routing
decisions [39], [40]. Vehicle network applications may be
classified as [38]: 1. Safety; 2. Entertainment, and 3. Driving
assistance. Safety includes applications intended to provide
information to the driver about dangerous road conditions,



such as the weather, traffic jams, accidents, etc, with the
dissemination of emergency information. The entertainment
applications provide the support for Internet access, advertis-
ing, content sharing, chats and related services. The driver as-
sistance applications will provide the exchange of information
for helping drivers to find gas or power stations, restaurants,
and toll roads. Moreover, the systems of CVs also allow:
reduction of greenhouse gas emission and fuel consumption,
enhanced safety and protection, higher efficiency, mobility and
accessibility, besides the adoption of economical opportunities
for advancing investments and research on clean technologies
[41].

III. VEHICULAR COMMUNICATION

It is a global network of WAT (Wireless Access Technol-
ogy), which includes vehicles, the Internet and other hetero-
geneous networks, such as the Internet of Vehicles (IoV).
The heterogeneous network architecture of IoT includes five
types of vehicular communication (Figure 4): V2V (Vehicle-
to-Vehicle), by using WAVE (Wireless Acess in Vehicular
Environment) through the 802.11p protocol; V2R (Vehicle-
to-Roadside unit) with WAVE and 802.11p protocol; V2I
(Vehicle-to-Infrastructure) available through Wi-Fi (Wireless
Fidellity) 802.11b, Wi-Fi 802.11g and also mobile networks
such as 4G, LTE (Long-Term Evolution) and 5G [16], [42],
[43]; V2P (Vehicle-to-Personal devices) through technologies
such as CarPlay, OAA and NCF, for example; V2S (Vehicle-
to-Sensors), in which the ECU (Electronic Control Unit) from
vehicles is able to communicate with sensors installed in the
vehicle by using protocols such as Ethernet, WiFi and MOST
(Media Oriented Systems Transport). Therefore, each vehicle
communication from IoV is enabled by using a different WAT,
which includes, IEEE WAVE for V2V and V2R, WiFi and
4G/LTE for V2I, CarPlay/NFC for V2P and MOST/WiFi
for V2S. The inclusion of a plethora of devices makes the
architecture more complex, even though more market oriented,
such as VANETs. The structure of a heterogeneous vehicle
network of IoV has a significant power for guiding and
monitoring vehicles [31], [44], [45].

Even though the vehicle communication technology is
mainly used for traffic safety, connected vehicles are also able
to support technologies other than safety, such as telematics
and traffic management, which includes the control over
road congestion, smart tolling and optimization of routes and
directions [8]. A suitable description for better understanding
this is proposed elsewhere [46], according to the zones of
interest, which may be: personal (communication based on
PAN), information exchange among vehicles and personal
devices; local network (LAN), communication among vehicles
and vehicle to vehicle and local infrastructure; and regional (by
using mobile networks), applications based on broadcasting,
in which the traffic center or manager sends information to
vehicles in the region.

Fig. 4. Types of IoV communication, based on [31].

A. Technologies and Protocols for Vehicular Communication

Within the vehicular communication, each device in the
network (vehicle or infrastructure device) is considered a node.
The communication among nodes from vehicular networks
may be done in three different ways: vehicle to vehicle
(V2V), vehicle to infrastructure (V2I), and hybrid (V2X) [47],
[48]. The Intervehicular Communication (IVC), which is part
of the ITS (Intelligent Transportation System) and its real
applications in mobile ad hoc networks, has been researched
at the academia and also at industries, most notably in the US,
Europe and Japan. The most important achievement from IVC
is its ability to expand the horizon of drivers and on-board
devices (radar or sensors, for example), besides improving
traffic safety and efficiency on the roads [49]. ITS enhances
not only transport safety and mobility but also the American
economic productivity by integrating advanced communication
technologies into transport infrastructure and vehicles. ITS
encompasses a myriad of information and electronic tech-
nologies based on wired and wireless communication [50].
Table 2 shows an overview from the main countries developing
research and the implementing ITS.

There are three different categories for automobile appli-
cations based on communication [9], [52]: 1. Safety-driven:
examples include the alert for a parked or slow vehicle
and electronic emergency brake lights, V2V warning of an
accident, an alert for road resources and cooperative collision
warning. 2. Comfort-driven: alerts for congested roads, traffic
probes, and warning of parking availability, parking lot finder,
are some examples. 3. Commercial-driven: such as remote



TABLE II
OVERVIEW OF ITS FOR THE MAIN RESEARCH STUDIES IN DIFFERENT COMMUNITIES [51].

Japan USA Europe
Standard / Committee ITS-Forum IEEE802.11p/1609.x CEN/ETSI EN302 663
Frequency Range 755 – 765 MHz 5850 – 5925 MHz 5855– 5925 MHz

Number of Channels One 10 MHz channel
Seven 10 MHz channels (Two 20 MHz channels
formed by combining 10 MHz channels) Seven 10 MHz channels

Modulation OFDM
Data rate per Channel 3 -18Mbit/s 3 -27Mbit/s 3 - 27Mbit/s
Output power 20 dBm (Antenna input) 23 - 33 dBm (EIRP) 23-33 dBm (EIRP)

Communication
One direction multicasting service
(broadcast without ACK)

One direction multicasting service, One to Multi communication, Simplex
communication (broadcast without ACK, multicast, unicast with ACK)

Upper protocol ARIB STD-T109 WAVE (IEEE 1609) / TCP/IP
ETSI EN 302 665 (incl.
e.g.GeoNetworking) TCP/UDP/IP

customization or diagnostics of a vehicle, advertising services,
download of contents and real-time video broadcasting.

1) Inter-vehicular Commmunication: WAVE (Wireless
Acess in Vehicular Environment) is a wireless technology
primarily developed for harsh environments, wherein it enables
the fast communication among vehicles with the advantages
of high mobility, threshold delays for security messages with
severe QoS, optimal energy consumption and respect for
privacy and anonymity from roaming users, besides other envi-
ronmental challenges [53]. According to [47], IEEE has started
the standadization of vehicular communcation networks within
the IEEE 802.11 working group. This standard has been under
development since 2004 and is called IEEE 802.11p – Wireless
Acess in Vehicular Environment (WAVE). It is governed by
the IEEE 1609 [54] and IEEE 802.11p [55] standards, which
establish vehicular communications. A scheme to show the
integration among WAVE components is shown in Figure 5.

Fig. 5. Example of a WAVE system component, based on [53], [54].

As a global term, WAVE is nowadays employed to de-
fine all wireless vehicular communications. It became arbi-
trarily used as a general term, such as DSRC. Regarding
the standardization, WAVE is used for projecting a set of
IEEE1609.x standards over the 802.11p standard [53]. There-
fore, a DSRC/WAVE offers [8], [54], [56], [57]: 1. Low latency
- 802.11p standard states essencial events (functions and ser-
vices) for data exchange without establishing a Basic Service
Set (BSS); 2. Data rate – 802.11 defines a 10 MHz-bandwidth
channel and eight data rates’ types, i.e. 3, 4, 5, 6, 9, 12, 18, 24,
27 MHz; 3. High reliability – in order to comply within harsh
envinronments (sandstorm, rain, etc) IEEE 802.11p stablishes

a 10 MHz-bandwidth channel rather 20 MHz; 4. Security and
privaty – DSRC protocol provides securing management and
messages of application to overcome attacks from malicious
and and untrusted events and softwares such as DoD (Denial of
Service), eavesdropping and spoofing. The DSRC (Dedicated
Short-Range Communication) wireless technology devoted to
vehicular communication was designed for ITS applications
within vehicular environments. Its primary aim is to offer
support to safety applications and the communication among
vehicles (V2V), and from vehicle to infrastructure (V2I), this
way decreasing the number of accidents. Moreover, DSRC also
supports ITS applications, such as managing traffic conditions,
information and entertainment (infotainment) [8], [56], [57].
Figure 6 shows the DSRC protocol stack.

The comercial success of the WiFi technology and IEEE
802.11 standards led to the development of a new standard,
known as IEEE 802.11p WAVE. IEEE 802.11p is based on
the IEEE 802.11a standard, but with improvements on its
physical (PHY) and medium access control (MAC), which
are aimed at reaching low latency and high communication
reliability in short-range radio connections [8], [54], [56]. The
IEEE 802.11p standard defines the WAVE physical layers
(PHY) and MAC, which are extensions to IEEE 802.11
standard, in order to communicate outside the BSS context.
It has also standardized other specifications, such as 5.9 GHz
OFDM PHY (within 5,850 – 5,925 GHz in the U.S. and
5,855 – 5,925 GHz in Europe), channel bandwidth, operating

Fig. 6. DSRC protocol stack [58].



ranges, transmission power requirements, transmission masks
and alternate channel, and alternate adjacent channel rejection
requirements [8]. The IEEE 1609 family of standards defines
the architecture and a set of standardized protocols which
provide the foundation for a wide range of DSRC/WAVE
applications. The most important IEEE 1609.x protocols are
[8], [57]: IEEE 1609.3 – defines the using of IPv6 (Internet
Protocol version 6) and employs the Wave Short Message
Protocol (WSMP) to prevent overhead through the Wave
Short Messages (WSM) and the WAVE Service Advertisement
(WSA), also setting management functions; IEEE 1609.2
– defines services related to applications and messages of
management for authentication using optimal encryption of
DSRC messages based upon signals and digital certificates;
IEEE 1609.4 – stablishes the multichannel operations by
MAC extension and address the channel timing and switching
considering IEEE 802.11 standard. Also, it defines the control
channel (CCH), created to send messages of advertisement
and information through service channels (SCH); SAE j2735
– SAE (Society of Automotive Engineers) standard upper
layer containing 15 message, frames and data elements types,
and the message specifications; SAE j2945.1 – also defines
an upper layer which stablishes the minimum requirements
for communication performance. According to [58] the SAE
J2735 standard stablishes syntax and semantics of V2X mes-
sages and BSM (Basic Safety Message) is the most relevant
amongst all other message formats available due BSM address
core state information about the broadcasting vehicle and other
important informations e.g. location, size, etc. Even though
BSM is designed to be compact and efficient, additional frame
and data elements may extend it, and add-ons may optionally
be added within a subset of messages, such as in every second
message. All these DSRC/WAVE functionalities are provided
by the communication interface and network technologies as
described in the next section.

2) Intra-vehicular Commmunication: Intra vehicular com-
munication allows modules, sensors, and actuators to com-
municate with each other. It provides the operation for only
one vehicle and operates under OBD (On-board diagnostics)
services. Local networks also support aftermarket telematic
devices, which can access data through OBD’s standard-
ized interface. Nowadays, Original Equipment Manufacturers
(OEMs) implement sensors and networks shared over the OBD
hardware by following OEM standards that carry relevant
information for vehicle optimization and support applications
concerning future communication. In terms of non-OBD in-
travehicle communication, communication systems related to
drive-by-wire systems are especially built for robustness and
security of critical data, whereas other systems host peripheral
data, provide fault tolerance, determinism and flexibility, and
support network technologies such as CAN, LIN, MOST
and FlexRay [59]–[63]. The main traditional intra-vehicular
communication networks are [64]:

• LIN (Local Interconnect Network): it is a low-cost and
low speed (20 kbps) serial intra-vehicular communication
network. LIN is widely used for distributed body control

electronic systems in vehicles since it is a user-friendly
and a low-cost technology. It is also applied to some
comfort functions;

• CAN (Controller Area Network): it is a serial databus
communication protocol developed by Robert Bosch
GmbH. Nowadays, CAN has become a standard for
transmitting data over intra-vehicular networks with a
data rate reaching from 125 kbps up to 1 Mbps. It
is widely used for automotive communication due to
its flexibility and robust nature, which also includes its
limited delay, simplicity and low cost;

• Byteflight: it was developed by BMW and supports a data
rate of up to 10 Mbps. This network requires broadband
services and has been applied to vehicular networks with
high level safety requirements (e.g. passive safety);

• TTP/C (Time-Triggered Protocol): it offers a data rate
of up to 25 Mbps and is based on TDMA. Despite its
complex project, it provides low cost applications. A
TTP frame may contain 240 bytes of data and 4 bytes
of overhead. The ability to schedule the communication
makes the TTP/C protocol less flexible, but its time-
triggered communication allows it to be predictable;

• TTCAN (Time-Triggered Controller Area Network): it
was also developed by Robert Bosch GmbH and is based
on the TDMA mechanism. TTCAN relies on the same
standard and message formats from CAN (supports a data
rate from 125 kbps up to 1Mbps), but in contrast to CAN,
it has a master node responsible for time synchronization
among nodes;

• FlexRay: it is used for high speed and flexible intra-
vehicular communication and offers a data rate of up to
10 Mbps. It seems to be the best choice for safety and
high speed automotive applications. FlexRay is based on
TDMA and FTDMA mechanism. It offers star and mul-
tiple star topologies. This network exchanges messages
with 254 bytes of data and 5 bytes for the header;

• MOST (Media-Oriented Systems Transport): it was de-
veloped to make information and entertainment (infotain-
ment) and multimidia systems easier to handle, with a
data rate up to 24.8 Mbps for streaming audio, video, data
and control information. This allows such a cost-effective
technology to offer an efficient data communication in-
frastructure;

Figure 7 shows the main systems and communication
protocols that make up the vehicle, in which the Ethernet
protocol was proposed for transmitting and receiving data
from the vehicle. The CAN protocol is applied to comfort
electronics and powertrain systems. The USB protocol is used
for information and entertainment systems, whereas FlexRay
is applied to safety systems and chassis control. Considering
the main wireless technologies devoted to vehicular commu-
nication, it is relevant to mention the review on intra-vehicular
communication technologies summarized in Table 3.

According to the work from [68], wireless technologies are
preferable over Zigbee and Bluetooth when taking into account



Fig. 7. Example for the application of an in-vehicle communication, based on [65].

TABLE III
THE MOST COMMONLY USED TECHNOLOGIES FOR IN-VEHICLE NEWTWORKS. ADAPTED FROM [66], [67].

Standard Bluetooth UWB ZigBee Wi-Fi
IEEE specification 802.15.1 802.15.3 802.15.4 802.11a/b/g

In-vehicle applications
In-vehicle communication and

device connectivity
High speed intra-vehicular

communication environments In-vehicle communication In-vehicle communication

Domain Telematics and body Telematics and Powertrain Body Telematics
Data rate 1 Mbps 100 Mbps 250 Kbps 54 Mbps
Range 10 m 10 m 10-100 m 100 m
Power consumption Low Ultra-low Very low High
Mode (spreading) FHSS DS-UWB DSSS DSSS, CCK, OFDM
Modulation type GFSK BPSK, QPSK BPSK, O, QPSK BPSK, QPSK
Frequency 2.4 GHz 3.1-10.6 GHz 868 MHz, 915 MHz, 2.4 GHz 2.4 GHz, 5 GHz
Data protection 16-bit CRC 32-bit CRC 16-bit CRC 32-bit
Topology Star Peer-to-peer Star/Mesh Star

Maximum number of
cell nodes 8 8 > 6500

Unlimited
2007

(infra-structured)

in-vehicle applications relying on a low bitrate and limited
power source, as well as its low power consumption that could
provide a longer lifetime. On the other hand, high speed data
in-vehicle applications could benefit from the use of UWB and
WiFi due to their low normalized energy consumption.

3) Underlying Technologies: The need for inter vehicle
communication has grown out of some safety issues, such
as maintaining or improving road safety for drivers with
the ever increasing traffic density. The initial communication
was mainly based on the broadcasting type from one central
station spreading traffic information. The need for a feed-
back channel beween vehicles was noticed a long time ago
and, consequently, the need for inter-vehicle communication
regarding safety applications, such as the stopping distance,
for example. The main limitations of a vehicular network are
the requirements for developing a system with the restrictions
of a real-time system, while keeping network latency to safe
reaction time limits [69].

The vehicles are connected through multiple radio access
technologies, such as DSRC, IEEE 802.11 (Wi-Fi), cellular

technologies like LTE and improvements arising from the fifth
generation (5G) networks. Although 3rd Generation Partner-
ship Program (3GPP) supports telematics and infotainment
services for connected cars, cellular networks have received
considerable attention for a broader scope with V2X (3GPP
release 14) [15] and with 5G providing ultra-high reliability
and ultra-low latency demands of tomorrow V2X applications
[70].

Inter-vehicle communication may be carried out by means
of existing standards, such as cellular networks (3G, 4G) or
satellite communications [69]. LTE is the fourth generation of
cellular radio network as defined by 3GPP. Even though LTE
has a centralized architecture (similar to earlier generations
of cellular radio network systems and lacking a native ad
hoc mode), it may be useful as a potential access technology
for cellular radio networls due to serveral reasons: high data
rates (¿100 Mb/s), which is suitable for information and
entertainment services, besides the ability to tolerate high
mobility with a low transmission latency. These advantages are
relevant for road safety applications. Moreover, LTE can cover



a wider area with a higher penetration rate than 802.11p. Major
telecommunication companies have been heavily investing in
LTE infrastructure, which has already been deployed in some
markets around the world. LTE is a promising technology
with the ability to fill in major gaps from IEEE 802.11p,
such as intermittent coverage and lower penetration rate. Major
stakeholders have been testing the LTE technology for specific
road safety applications and traffic efficiency messaging, such
as nearby road hazards and traffic alerts over large coverage
areas [33].

IV. ADOPTION OF ITS TECHNOLOGIES IN BRAZIL

In Brazil, the implemented ITS covers the dimensions of
operation and road services [71]: the traveler; in-transit vehile;
support systems; coordination and management systems. The
Brazilian ITS communication infrastructure is shown in Figure
8.

Information about general traffic conditions is available to
users by means of variable message signs and data centers
(Wifi services, web portals and mobile applications). The
system can also identify travelers through license plate recog-
nition, transponders (RFID tags), MAC address from mobile
devices and from shared tracking data between private and
public organizations in association with road management
companies. The vehicular control system can identify and
monitor vechicles based on their goals (emergency, commer-
cial use, personal use or road operation management vehi-
cles). Besides, the system enables in-vehicle communication
through open access networks among vehicles endowed with
collision warning systems, which can inform (without human
interference) accidents to operational control centers and road-
side assistance or emergency vehicles. The structure system
to support road operation is composed of field equipments
devoted to communication and monitoring, e.g., sensors for
counting vehicles, surveillance cameras, general telemetry
(such as a weather station), tolls and elements for vehicle
classification [71]. Brazil has only one OCC (Operations
Control Center) for managing road operations, emergencies
and maintenance. Public transport, tolls and commercial fleet
management are not under the responsibility of OCC, which
requires the implementation of communication subsystems
through traffic data telematic infrastructure for communica-
tion, monitoring and managing protocols to help decision
making [71]. Cameras, speed controllers, and traffic count are
currently widely explored on Brazilian highways [72]. The
electronic identification of cargo vehicles is under way and
the enrolment of drivers is mandatory. Drivers must show the
National Register of Road Freight Carriers (RNTR) and in the
near future, by means of installed RFID (Radio-Frequency
Identification) tags into those vehicles, it will be possible
to identify them in order to control overload and minimize
cargo theft. The remote operation will be carried out right
after the identification and within the OCC of each of the
road concession companies wherein Integrated Automation
Systems (IAS) will be employed, such as video surveillance,
cameras for the automatic recognition and identification of

license plates, identification tag readers, roadside variable
message signs to display the mandatory entrance to the weigh
station and electronic display panels inside the patio from
the surveillance checkpoints. Those displays will guide and
inform drivers about the overweight and the means to solve
the issue [72]. The “SEMPARAR” (Non-Stop) system allows
the automatic identification of vehicles, Multi-lane Free Flow,
Optical Character Recognition and Mobile resources. It works
at the frequency range of 915 Mhz and 5.8Ghz [73].

A standard for communication between field and centralized
equipments on Brazilian highways has been defined by the
National Agency of Land Transportation (ANTT) through the
resolutions 3,323/09, 3,323/09-a and 3,576/10. NTCIP (Na-
tional Transportation Communications for Intelligent Trans-
portation System Protocol) is a protocol designed from tech-
nical standards published by the American Association of
State Highway and Transportation Officials (AASHTO). This
protocol allows the “center do field” (C2F) or center to
center (C2C) communication, which allows the exchange of
information between equipments and control centers or among
control centers, integrating different agencies. Despite being
similar to the IP protocol, the NTCIP provides a dictionary of
specific functional data to be used in smart transport systems,
simplifying data communication between devices, as well as
the installation and configuration of equipments, which allows
these systems to be highly interoperable and scalable [71].
Deployment of VANETs in the Brazilian context can follow
different directions. This will depend on the public policy
that the government will adopt regarding this technology.
Possibilities could range from private and public partnerships,
which could allow the financial solution for development costs
based on strategies to guarantee road safety; or place the radio
electromagnetic spectrum for vehicle-to-vehicle communica-
tion purposes in a public tender offer. This paper aims at
opening academic discussions about these different approaches
and bringing to this context current local experiences and
success stories from external realities. For example, Michigan
University has been studying the transition to a new world
of connected and automated vehicles and their work goes
beyond technology [74]. Hence, the concept of VANETs is
not restricted to the type of medium access technology or
routing protocol that may be explored, but the impact that it is
going to have on each element of the society. In the Brazilian
context, there is a Traffic Engineering Company, Companhia
de Engenharia de Tráfego (CET) [75], which is owned by
the São Paulo City Hall. It monitors all the intersections
with high vehicular load and, this way, can contribute with
vehicular data to the civil society for road safety issues, traffic
management, etc. Nevertheless, this data does not provide
vehicular information to drivers in real time. In other words,
it is demonstrated that developing cutting-edge technologies
with no interaction with other agents involved in a vehicular
environment does not solve the real problem, i.e., preventing
accidents. On the other hand, the emergence of applications
of GeoReferencing [76], in which drivers interact with each
other, by notifying the community that there is an ongoing



Fig. 8. Brazilian ITS communication infrastructure. Adapted from [71].

operation on a street, the existence of radars or even that
an accident happened nearby. Information generated by this
type of technology can be fake or cheat because there is no
authority who verifies the veracity of posts from users. Again,
the lack of communication among users and government
agencies is not profitable for the society.

V. TECHNICAL ASPECTS AND CHALLENGES OF
VEHICULAR COMMUNICATION

A. Technical Aspects of Vehicular Communication

Smart mobility has a massive interaction with technological
advances in the future-driven fields of robotics, artificial intel-
ligence, manufacturing (Industry 4.0), sustainability and global
connectivity (Internet of Things) and future vehicles will act
autonomously and interact permanently. These systems should
undergo a profound change from static and monolithic designs
towards much more dynamic and compositional concepts with
security, safety, real-time, and maintainability in mind, in
order to be prepared for use cases with strict demands on
dependability. The concepts must support advanced multi-
core and application-specific processor architectures, protec-
tion against environmental perturbation and attacks, dynamic
update mechanisms, and simplified software portability for
long-term operation [29]. The adoption of vehicular commu-
nication environments will include big data, security, privacy,
reliability, mobility, and standards. These issues should be
addressed to make IoV highly reliable and widely adopted.

A major challenge is the processing and storage of big data
created in IoV due to the large number of connected vehicles.
For example, driverless cars are expected to process 1 GB
of data per second. Mobile cloud computing and big data
analytics will play important role in handling big data. Since
IoV involves integrating many different technologies, services
and standards, there is the need for data security. As an open,
public network, IoV is a target for intrusions and cyber-attacks
that may lead to physical damage and privacy leakages. Cars,
sensors, and network hardware can malfunction. The system
must deal with incorrect data, as well as faulty communica-
tions, such as denial of service attacks. As a rule, the safety of
the vehicle is more important than entertainment. In a situation
where vehicles are moving fast and network topology keeps
changing continuously, it is a challenge to keep the nodes
connected and provide them with resources to transmit and
receive in real time. To accelerate adoption, standardization
and interoperability are vital. The lack of standards makes
an effective V2V communication more difficult. Adopting
open standards will enable smooth sharing of information.
Governments should participate and encourage industries to
collaborate on the development of technological best practices
and open international standards [77]. As discussed elsewhere
[33], those authors describe communication and reliability
among the technological challenges regarding vehicle com-
munication: 1. Communication: a fully operating vehicular
network will require unicast and multicast/broadcast delivery



capabilities for V2P, V2V, V2I and applications. However,
this will require communication systems able to support both
short-range and long-range communications. In this respect,
the speed of vehicle trajectories, network density, changes in
network topologies, and constrained bandwidth in vehicular
networks are some of the challenges not found in smartphone
internet applications. Open problems have not been fully
addressed yet by the technology community, such as ensuring
communication systems will not interfere with transmission
schemes and how to provide low latency and high data rate
for vehicular applications; 2. Reliability: it is critical that
vehicular communication networks have robust and fault-
tolerant softwares able to recover from connection downtime
and system errors. Unlike other electronic devices that are
prone to frequent hardware turnover, such as in smartphones,
the computing hardware for vehicular networks (onboard units,
vehicle sensors, etc) must have much longer usage once the
lifespan of a vehicle is relatively high (they can last for
more than a decade), whereas repair and maintenance may
or may not occur according to manufacturers’ guidelines.
The reliability of both computing software and hardware
components remains major technical hurdles which need to
be solved so that car manufacturers could adopt and deploy
them in large scale. It is possible to assign technological
challenges to two communication environments: in-vehicle
and inter-vehicle. In vehicle connectivity faces the following
drawbacks [68]: harsh environment due to severe scattering
in a very limited space and often none-line-of-sight. This is
the major reason for extensive effort to characterize the intra-
vehicle wireless channels [78]; data transmissions require low
latency and high reliability to satisfy the stringent require-
ment of real-time intra-vehicle control system; Interference
from neighboring vehicles in a highly densed urban scenario
may not be negligible; security is critical to protect the in-
vehicle network and control system from malicious attacks
[79]. Moreover, a couple of wireless technologies have been
studied to find the most convenient technique for connected
vehicles. Inter-vehicle networks include DSRC, WAVE, 4G,
LTE, etc, technologies which may allow the V2V, V2I, and
V2R communication, regardless of being broadcast or unicast
packets. The most cumbersome challenge is to combat the
harsh communication environment [68] and the challenges
are mainly related to ways for protocol access due to error
estimates and high intensity of nodes and the underlying
Physics behind vehicle mobility, power consumption, broad-
casting support and self-interference, as shown in Table 4.

In urban scenarios, the line-of-sight (LOS) path of V2V
communication is often blocked by buildings at intersections.
On the other hand, on a highway, the trucks on a com-
munication path may introduce significant signal attenuation
and packet loss [81]. Field tests in [82] demonstrated that
multipath fading, shadowing, and Doppler effects due to high
vehicle mobility and the complex urban environment will lead
to severe wireless loss, and with a large scale of vehicles
transmitting simultaneously, the mutual interference plays an
important role as well. Reference [83] presents an overview of

the state-of-the-art vehicular channel measurements. It is note-
worthy that there is a lack of unified channel model that can be
applied for all scenarios (e.g., urban, rural, and highway), and
the existing channel models, only for a specific scenario, have
their own merits and deficiencies. The authors also provide
suggestions for V2V communication systems based on the
channel characterization. The adoption of multiple antennas,
for example, would enhance the communication reliability
[68]. From a network perspective it is possible to point out the
following challenges [68]: 1) The network topology changes
frequently and very fast due to high vehicle mobility and
different movement trajectory of each vehicle. 2) Due to the
high dynamics of network topology and limited range of
V2V communication, frequent network partitioning can occur,
resulting in data flow disconnections. 3) Surrounding obstacles
(e.g., buildings and trucks) can lead to an intermittent link to a
mobile vehicle. In addition to the technical challenges, in the
[68]: 1) To enable various wireless connectivity, multiple radio
interfaces have to be implemented, such as DSRC/WAVE,
WiFi, and 3G/4G-LTE interfaces, which may incur a high cost
and thereby hinder the development of connected vehicles.
A unified solution to provide V2X connectivity with low
cost might be required. 2) In-vehicle systems have stringent
requirements on latency and reliability for control/monitoring
purposes. The full adoption of V2S connectivity may not
be feasible in the near future unless V2S connectivity can
provide the same performance and reliability as the wired
communication [84]. 3) Connected vehicle offers drivers a
variety of information. However, research from [85], [86]
suggests an up limit on information provided to the driver.
Excessive information increases the driver’s workload and
hence has a negative impact on safety. Therefore, the vehi-
cle information system has to be appropriately designed for
offering information to drivers. The Brazilian infrastructure
for ITS is still in its infancy and it is not yet integrated to
vehicles and RSU. Nonetheless, the ITS communication from
center to center through NTCIP C2C is already working [87].
Thus, there are many challenges to adapt Wi-Fi technologies to
support the unique requirements of vehicular communications,
such as achieving high and reliable performance in highly
mobile, often densely populated, and frequently none-line-of-
sight environments. The automotive and the communication
industries, academia, and governments around the world have
been devoting tremendous efforts to address these challenges
and significant achievements have been made. Over the last
decade, there have been vigorous joint efforts from the indus-
try, academia and government to validate the DSRC technol-
ogy and also to identify and address key technical and business
challenges. In [10] the author provides the lattice AI which
gives a solution on how to enable the sync between multiple
companies, which provide connected car solutions so that they
can connect with each other on a unanimous network running
on machine learning and swarm algorithm, and how to share
resources. This remark is in good agreement to what happened
in Brazil when telecommunication companies deployed cell
phone technologies into the national market by the gradual



TABLE IV
CHALLENGES AND SOLUTIONS FOR INTER-VEHICULAR COMMUNICATION. ADAPTED FROM [80].

Medium Challenge Proposed solution

PHY Layer
Channel Estimation in
Vehicular Environments

a) Turbo receiver: Using tools from modern coding theory to deal
with channel estimation errors: e.g. introduce a Turbo receiver [83];
b) Decision feedback receiver: for the case as already-decoded bits
as pilots for the remaining packets to improve channel estimation
by tracking the channel variations significantly better than standard
non-iterative schemes.

Time selective fading
without time interleaving

It can be solved using a better coding scheme (e.g. Turbo or LDPC
code). However, this indeed requests a standard change and is better
to be addressed in future versions of DSRC

MAC Layer
CSMA behavior at high node
density pottentialy resulting in
congestion control

A natural approach to reduce congestion is to reduce the number of
transmitters within the carrier sense range of each device [59], [84]–[87].
A typical scheme to balance collisions and channel utilization is to use
a distributed congestion control mechanism as described in [59], [87];
Another promising method is to use a time-slotted synchronous system
with a fixed set of broadcast resources. One can employ a simple MAC
protocol, [88], [89] to manage which transmitters should use which
resources (e.g., time slots); Slotted TDM systems are typically well
suited for periodic transmissions of roughly equal size packets for
prolonged durations so the addition of such “hooks” into the DSRC
can be beneficial (not specified).

Multi-channel Operations

Single Radio Devices (reduced
capacity to support the broadcasting
of safety messages)

Many simulation studies have shown that to support vehicle safety
broadcasts in typical vehicle densities, most or all of the sync interval
would be required; Some studies [80], [81] indicate that even with a
fully dedicated 10 MHz channel for safety and control, the channel
congestion issues still remain.

Multiple Radio Devices (The spillage of
power into adjacent bands when transmitting
and self- interference cancellation)

Certain techniques, which are well studied in the full duplex context,
including analog cancelation and digital cancelation can be applied here.

and successful adoption in many cities. This has been shown
for the implementation of cellular network technologies such
as 2G, 3G, and 4G which reached, respectively, a coverage
area of 100% of Brazilian cities (5570 municipalities), 96.46%
(5,373 municipalities) and 74.60% (coverage reaches 4,155
municipalities) [88] through investments from companies such
as Algar, Claro, Nextel Oi, Sercomtel, Tim and Vivo. They
were regulated accordingly by ANATEL (National Telecom-
munications Agency) based on constitutional principles of
economic activity, according to Art. 126 from the General
Telecommunications Law, through Personal Mobile Service
– SMP [89]. Therefore, it was noticed that the Government
has to offer tax breaks for private companies so that they
can succeed into the automotive market with less restrictions,
but without any reduction in the quality and security of
services provided. One of the biggest challenges for ITS is
the search for a cooperative and safe environment (C-ITS),
which could share data among all the applications developed
by the diverse independent players [90]. The success of ITS
depends on a significant number of players, such as public
administration, transport authorities and companies of various
segments such as vehicle manufacturers and OEM (Original
Equipment Manufacturer), telecommunication companies, ser-
vice providers, etc. Within the industrial and technological
perspectives, ITS is considered one of the biggest challenges
of the TIC community. Therefore, the presence of world
standards is a key requirement for exploring its entire potential.
Since 1990 standardization efforts have been evolving from
various organizations such as IEEE (Institute of Electrical

and Electronics Engineers), ISO (International Organization
for Standardization), CEN (European Committee for Stan-
dardization), ETSI (European Telecommunications Standards
Institute), among others [72].

B. Frequency Spectrum Allocation

Even though a global harmonization of DSRC standards and
its spectral allocation are not available yet, IEEE committee
for standardization (Institute of Electrical and Electronics En-
gineers) and ETSI (European Telecommunications Standards
Institute) have been working on the harmonization of standards
for the North American and European regions. There is a
second band for DSRC applications (915 MHz for the USA
and 700 MHz for Japan), which has been mainly explored for
ETC and commercial applications [8]. A complete survey on
the history and description of all countries and the allocation
spectrum for DSRC is out of the scope of the present study,
which is focused on describing only the most important ones.
A brief historical study on ITS communication in Japan and in
Europe was described herein in Section 2.1. Further informa-
tion on the architecture and ITS communication concepts in
Japan and Europe is available elsewhere [33], [91]. Differently
from wireless networks based on frequency ranges from re-
stricted radiation equipments (ISM – Industrial, Scientific and
Medical applications), the communication range employed in
vehicular networks is exclusive for the DSRC protocol [47].
However, regulations for adotpting dedicated frequency ranges
for DSRC in Brazil have not been established yet. Figure
9 depicts the frequency ranges for vehicular communication
explored in the main ITS development communities: ITU-R,



Europe, and the United States. It may be noticed that the ITS
frequencies chosen in Europe and the United States range from
5.8 and 5.9 GHz.

Fig. 9. Spectral range for ITS applications [55].

Regarding spectrum allocation, while FCC (United States
Federal Communication Commission) and the Canadian in-
dustry allocated a radio band of 75 MHz from 5,850 to 5,925
GHz, in Europe ECC (European Electronic Communications
Commitee) assigned 70 MHz from 5,855 to 5,925 GHz,
whereas in Japan the allocation was 80 MHz for a band
of 5.8 GHz. Nevertheless, in Japan DSRC is not compati-
ble with the American and European standards due to the
Japanese development of ETC (Electronic Toll Collection).
The frequency range of 75 MHz was allocated by the FCC
for vehicular communication in the frequency spectrum of de
5.9 GHz – from 5,850 GHz to 5,925 GHz, which is restricted
and licensed to vehicular communications, even though it is
free of charge and can be used for free as well. According to
the European Telecommunications Standards Institute [92], the
following frequency ranges have been reserved for vehicular
communications: 5,855 GHz to 5,875 GHz (general appli-
cations); 5,875 GHz to 5,905 GHz (emergency applications
and traffic security); 5,905 GHz to 5,925 GHz (reserved for
future needs) [8], [56]. The standard supports four modulation
techniques (BPSK, QPSK, 16-QAM, and 64-QAM). Since a
transfer rate of 6 Mbps (QPSK) seems to provide a suitable
balance between channel load and noise-to-signal ratio, many
tests involving IEEE 802.11p in the United States rely on
6Mbps. In order to reach a higher performance in terms of
DSRC communication, the system may adapt its data rate
according to the distance between the vehicle and RSU. If
a vehicle is away from the RSU (more than 150 km away),
for example, it is preferred to send data by using a low data
rate. In case the vehicle is rather close to the RSU (less
than 150 m), commuting is advisable for reaching higher data
rates. The SAE J2945.1 standard defines the requirements for
transmitting data, transmit power control and adaptive message
rate control [8] in order to allow minimum performance. In
Brazil, the organization liable for regulating the automotive
sector is ABNT (Brazilian Association of Technical Standards)
by means of the Brazilian Automotive Committee ABNT/CB-
005 [93], which works on the standardization of different au-
tomotive areas (cars, trucks, tractors, buses, mopeds, bicycles,
motorcycles, autoparts and components), as well as in vehicle
repairs and emissions. Nevertheless, reports or descriptions of

connected vehicles or their regulation and legislation have not
been found yet on the ABNT database. In terms of the leg-
islation governing telecommunications, ANATEL (Brazilian
Telecommunications Agency) is responsible for, among other
duties, managing and supervising the use of the frequency
spectrum. When searching its database, regulations for the
use of the frequency spectrum according to WAVE/DSRC
(from 5,850 to 5,925 GHz) standards were not found. By
analyzing the Frequency Ranges Assignment, Destination and
Distribution Plan in Brazil [94], it was noticed that the fre-
quency ranges for Region 2 (according to ITU – International
Telecommunication Union), the geographical location which
includes Brazil, have similarities to those currently adopted in
Brazil, as shown in Table 5. In Table 5 the labels are space-to-
ground (*), ground-to-space(**) and international notes (***).

TABLE V
ASSIGNED SERVICES ACCORDING TO FREQUENCY RANGES [94]

Ranges (MHz) Region 2 (ITU) Brazil

5725-5830 Amateur radio
ANATEL Res. N452/2006
(D.O.U., Official Gov.
publication on 12/20/2006)

Restricted radiation
ANATEL Res. N506/2008
(D.O.U., Official Gov.
publication on 07/07/2008)

5830-5850

Radiolocation Radiolocation
Amateur radio Amateur radio
Amateur radio over
Satellite*

Amateur radio over
Satellite*

5.150, 5.453, 5.455*** 5.150***

5850-5925

Fixed Fixed-Satellite**
Fixed-Satellite** Amateur radio
Mobile 5.150***
Amateur radio
Radiolocation
5.150***

The services described for assignment and destination of
radiofrequency ranges (see Figure 9) are arranged in two
columns: primary service (fixed, limited, etc), were written
in upper case letters and secondary service (mobile, plain
old telephone service – POTS, etc) were written in low-
ercase letters. Therefore, it is noticed that the last range
(5,650 to 5,925 GHz), which should be assigned to V2X
communication, is explored in Brazil for primary services
(fixed-satellite) and secondary amateur services, whereas the
assignment from ITU is for primary service “Mobile” (cell
phones). Such terms (Fixed, Fixed-Satellite, Radiolocation and
Mobile) are related to radiocommunication services defined by
ITU, under its Radio regulations (RR), which can be reached
at: http://www.itu.int/pub/R-REG-RR-2016. Nonetheless, the
ANATEL plan contains an international footnote 5,150, which
describes the frequency range of 5725-5875 MHz as also
devoted to industrial, scientifical and medical (ISM) appli-
cations. Radiocommunication services operating within this
range should accept harmful interference arising from the
use of this range for any application. Therefore, the use of
frequency ranges destined by the DSRC protocol may be
adopted within the national territory for vehicular applications,
as well as VANET. Modeling VANET communication net-



works should consider which infrastructure would be mounted.
Re-using existing infrastructure or planning new networks are
viable possibilities. LTE infrastructure is well deployed in
Brazil and worldwide. VANETs can rely on this network to
carry information, despite sharing the same spectrum with
other services, such as data, voice or video, which will be a
drawback, besides high latency and less reliability [95]. New
advances on LTE will allow operators to configure a Broadcast
Service, LTE broadcasting or eMBMS (evolved Multimedia
Broadcast Multicast Service) [96]; the operators should give
up a portion of the spectrum that will be allocated for VANETs
communications. The design of how much bandwidth would
be allocated for VANETs is a challenge for future networks
and additional tests focused on delay measurements in this
technology are desirable.

C. Security Aspects in Vehicular Communication

Vehicular applications from IoT have data exchanges in-
volving security and privacy issues [11]. Otherwise, attackers
could send corrupt or subverted information aiming at wrong
warnings for drivers or even wrong automatic reactions from
cars in case of autonomous driving, which could give rise
to accidents, injuries or fatalities. An example would be
the message of electronic emergency brake light that was
fabricated or replayed, which would make the receiving ve-
hicle to immediately brake without any obstable ahead. Thus,
safety mechanisms for intelligent transport systems (ITS)
are crucial for supporting safety applications based on V2X
communication [97]. Many applications for vehicular networks
are directly related to reliable information, non-disclosure of
sensitive information and the protection between the receptor
and the emitter. Many attacks can be done to any kind of
electrical vehicle communication, such as those summurized
in Table 6.

TABLE VI
VULNERABILITIES RELATED TO CONNECTED VEHICLES [98].

Category Vulnerability
V2S DoS, Jamming, False data injection, GPS deception

V2V
DoS, Selfish attack, Modification, Sybil attack,
False data injection, Eavesdropping, Black Hole, Gray
Hole and Wormhole attack.

V2I
Replay, Router Advertisement Forgey, Privacy, RSU
Spoofing, DoS of the DAD

V2N
Mobile
Femtocell

MOBIKE DoS, MiTM, Spoofing

Femtocell
Physical Attacks, Configuration
Attacks, MiTM, DoS, privacy,
among others

5G
Mmwave and D2D: Eavesdropping,
privacy; jamming attack

According to [98], the communication attacks can be clas-
sified according to the communication category, as: Vehicle
to Sensor (V2S) attacks – attacks that affects the sensitive
data between sensor and vehicle and directly impacts on
Urban Platform for Connected Electric Vehicles due to wired
communications which are vulnerable to malware, enabling
third part to control the communication interface, e.g. CAN

bus. It can result in essential services damaged and sys-
tem failture, i.e. Denial-of-Service attack (DoS) [99]. For
Wireless Sensor Network (WSN) attacks, a malicious node
can seriously cause malfunctioning of the vehicle operation
by executing attacks on the vehicle sensor network such
as jamming attack (malicious nodes block legitimate com-
munication by causing intentional interference in networks
[100], false data injection attack (sending false data from
sensors to ECU), Global Positioning System (GPS) deception
(fase information about vehicle location or GPS around) and
DoS (uninterrupted message bombarding to ECU); Vehicle-
to-Vehicle (V2V) attacks: attacks on communication between
two or more vehicles and can be classified as selfish attack
(refusing to send or receive message with vehicles or server
or message not reaching all vehicles if selfish nodes increase),
modification attack (modify or alter content of message sent
to server), sybil attack (multiple identities and from different
positions to inject false information in the network), false data
injection attack (a node sending information to vehicles around
to affect the prediction in the server), eavesdropping (detect
sensitive information by an unauthorized node about a vehicle
and leading to privacy attacks), Black Hole attack (putting a
sender node into erroneous condition of shortest path [101],
[102]), gray hole attack (extension of black hole attack but
dropping messages in a selective way), wormhole attack (by
revoking legitimate links between vehicles and hence any data
transmitted between legitimate vehicles will pass through the
attacker [103]), denial-of-service (when attacker try to cause
failure to the system’s operation); Vehicle to Infrastructure
(V2I) attacks: replay attack (through replaying old messages
to neighbors resulting in causing connection failure), router
advertisement forgery (forging a router advertisement- RA
message with an invalid next hop), privacy attack (assuming
that the prefix sent by the RSU in the RA message remains
unchanged and prefix is associated to a geographic area, a
malicious node on the Internet can create a map based on
this association), RSU spoofing (spoof the IP address of the
RSU and send an invalid prefix), Duplicate Address Detection
(this mechanism is vulnerable to a denial of service attack).
The attacker responds to all address duplication detection
messages that it has already taken the requested IPv6 address
[104]). Vehicle to Network (V2N) attacks: DoS on the road-
side WiFi Access Point (WiFi AP), MOBIKE vulnerability -
many attacks can be performed on MOBIKE such as Denial
of Service (DoS), Man-in-the-Middle (MiTM) and spoofing
attacks [105]. Besides that, mobile Femtocell is based on
femtocell (Home eNodeB (HeNB) [106]) and it can be subject
to several types of attacks as Physical Attacks (the hacker can
modify or replace HeNB components), Configuration Attacks
(misconfiguration of the Access Control List – ACL - of
the targeted HeNB), Protocol Attacks (e.g. man-in-the-middle
attacks on HeNB), DoS on Mobile Operator’s Core Network,
User Data and Identity Privacy Attacks, Radio resource man-
agement tampering [107]; 5G technology can be perceived
as a revolution for Vehicle to Network communications, even
considering vehicles are able to connect to the 5G cellular



network through direct links with the mmWave small cells or
by via other devices using D2D communication. The mmWave
and the D2D can be subject to the eavesdropping attack [108].
The authors in [109] classify next-generation networks (e.g.
5G) as vulnerable to the jamming attack since they are based
on the densification (ultra-dense networks - UDNs). Spoofing
attacks have been reported [110], as well as PII (Personally
Identifiable Information) and SPI (Serial Peripheral Interface)
leaks were some of the threat types for IoT (Internet of
Things) in-car WiFi smart appliances. Such attacks could turn
cars into mobile hotspots, connecting passenger devices to
the Internet and grabbing sensitive information. Some studies
have shown some security requirements should be found in
vehicular communication environments. These requirements
are [97]: 1. confidentiality: overall, V2X communication tries
to improve the awarness of car’s surroundings, such as the
existence of other cars or hazards, for example. Therefore,
vehicular communications are typically open, since confiden-
tiality represents a minor requirement. Only some specific
issues such as transactional applications (e-tolling, pay-per-
view, for example) will require confidentiality. 2. integrity:
V2X messages are the basis for decision making, such as
in warning drivers or trigerring an automatic response from
the vehicle. The latter requires messages in their integrity.
Assuring messages were not manipulated may be carried out
by using integrity mechanisms, such as digital signature, for
example, which has been explored in current Telecommuni-
cations Standards [92]; 3. authentication: each message sent
over a vehicular network may be authenticated to prevent
malicious attackers from inserting messages. The authentica-
tion is usually provided by digital signatures and public key
infrastructures; 4. Availability: V2X communication must be
available for real-time safety applications. Nonetheless, this
is a hard task considering that jamming is likely to happen
in wireless communication [111]; 5. Protection of privacy:
even though there are some requirements for authentication,
as described before, vehicles and drivers should not be iden-
tifiable, otherwise the location profiling of drivers could be
exposed; 6. liability or non-repudiation: this feature requires
that any receiving entity could prove to third parties the
message was sent by a unique sender. This is somewhat
challenging when confronted with privacy protection and the
fact that authorized entities, such as those responsible for
law enforcement, should identify vehicles or not, is currently
under scrutiny. The unique characteristics of moving vehicles
have been underlined and some improvement suggestions from
literature have been presented elsewhere (improving transport
protocols, enhancing MAC protocols for mobility related
devices etc.) [68]. As described by [112] main constraints
under which VANET must operate, as well as the security
requirements: authentication, availability, non-repudiation, pri-
vacy, real-time guarantees etc. A novel privacy-preserving
randomized authentication protocol is proposed by [113]. The
principle of homomorphic encryption is used to allow each
individual vehicle to generate its own identities. Therefore,
the public acceptance and the addoption of cooperative V2V

safety applications will depend on suitable levels of security
as an integral part of the system. Differently from other safety
technologies, V2V safety applications are cooperative, since
both vehicles must send, receive, and analyze data in real
time. This cooperative data exchange about potential threats
and hazards is crucial for alerting and warning drivers on their
decisions and actions towards avoiding imminent accidents.
This is a new paradigm which is at odds with stand-alone
vehicle systems based on sensors. Nevertheless, a cooperative
system can only work when participants in that system trust
the alerts and warnings broadcasted by other V2V devices
relying on messages from other V2V devices [5]. As described
in [114], the already existing and/or proposed mitigation
strategies depend on the attack type. But despite this still open
emerging security problems such as the trustworthiness eval-
uation of nodes in VANET, data context trust and verification
and so on. The DSRC, for example, received more security and
privacy improvements than traditional WiFi and the connected
vehicle environment is guarded by physical controls (physical
protection around equipment such as tamper-proof casings),
technical controls (technologies designed to protect data, such
as firewalls, access management, and encryption) and adminis-
trative controls (Laws and regulations regarding unauthorized
collection, storage, and disclosure of data and fair information
practice principles) [5]. Moreover, the polytics for data access
and its availabitlity in Brazil provides the confidence to
consumers about IoT resources. This may be observed from
the Laws: 1. The Brazilian Civil Rights Framework for the
Internet (Law 12,965/2014) regulates the use of the internet in
terms of principles, warranties, rights, duties and Government
actions in order to ensure the organization and order about
the Internet; 2. Brazilian General Data Protection Law (Law
13,709/2018) – this law provides on gathering, processing,
protecting, and using data by a natural person or legal entity
governed by public or private law, in electronic or physical
support the processing of personal data. It is expected to go
into effect in February 2020. These laws impose criminal
and administrative penalties when the norms are violated.
However, despite the existence of laws and safety protocols
to be followed by information-sharing communication entities,
consumers should rely on best practices regarding information
security, such as those described elsehwhere [115], as well
as general recommendations on information secutiry, e.g.:
ensuring all security and operation systems, and technolog-
ical devices are up-to-date or automatically updated when
their hardware or operating system provider issues new fixes;
preventig the execution of malicious code on macros (e.g.
by disabling automatic runs), analyzing and improving the
configuration setup (firewall, sharing, privilege levels and
access permission) and generating strong-type passwords and
properly store sensitive information.

D. Social Challenges

The organizations liable for managing, regulating, and su-
pervising the National Traffic System in Brazil are public
institutions composed by the entities: National Traffic Council



(CONTRAM), National Authority for Terrestrial Transport
(ANTT), National transport infrastructure department (DNIT),
State Traffic Department (DENATRAM), Federal Highway
Police (PRF), State Traffic Council (CETRAN), Department
of Roads (DER), Municipal Traffic Department, and Munici-
pal Highway entities [116]. Therefore, the adoption of new
technologies on municipal roads or Federal/State highways
must undergo the scrutiny of the public jurisdiction before its
implementation. This allows for a higher control over traffic
infrastructure (e.g. legislation, signaling, road maintenance,
and construction of new roads), monitoring traffic conditions,
counting vehicles, weighing and tolling. Public institutions
must be properly aligned with technological innovations for
integrating the Smart Transport System. This way they would
enact laws on the adoption of new technologies and vehicle
services, such as the frequency spectrum, homologation of
electronic equipments (electronic circuits from control circuit,
processing, communication and power boards), besides moti-
vating the integration among many technological assets (e.g.
vehicles, RSU, infrastructure and personal devices). Therefore,
the adoption of a vehicular communication technology will
depend on the population, wherein most contributors come
from, who should notice the importance of implementing
the ITS traffic infrastructure, the gradual incorporation of
vehicular technology and the use of information arising from
data processing for social welfare, i.e., the best transport option
to choose from (subway, bus or private car), traffic and weather
conditions, jamming and route optimization (algorithm for
predicting arrival times in mobility applications [117], [118]),
so that users could reduce their travel time from origin to
destination. An example is given by the progressive use of
urban mobility services such as 99 (available in 1705 cities)
[119], Uber (100 cities) [120] and Cabify (8 cities) [121],
thanks to the alliance and mobilization of private companies
and the population against polytics favoring taxi services
aimed at keeping high transport costs and the restriction of
using mobility applications [122]. This was possible because
the population noticed the benefits from sustainable mobility
arising from mobility applications (affordable prices when
compared to conventional transport modes for short distances
due to their low operating costs, flexibility in terms of service
availability and practicality in terms of service use) and kept
aligned to the interests of the companies. This achievement
may be understood through methodologies and implemented
actions by means of laws or resolutions devoted to make
people aware of and show the feasibility of using and adopting
new technologies, besides successful case studies such as that
from Mcity Driverless Shuttle, developed by the University of
Michigan [74] and the awareness of how sustainable urban
mobility is in the city of Curitiba [123]. The compelling
motivation comes from: 1. Gradual investment in preventing
accidents by the use of ITS technologies in order to save 3.1
billion US dollars spent on accidents, as shown in Table 1; 2.
Brazil renewed its commitment towards the United Nations,
during the Decade of Action for Road Safety 2011/2020,
which means reducing by half the number of traffic deaths and

injuries through the National Plan for the Reduction of Deaths
and Injuries in Road Accidents (Pnatrans), Law 13,614/18,
according to [124].

VI. LEGISLATION, PUBLIC POLICIES AND LEGAL
ASPECTS

The adoption of connected vehicles and ITS Technolo-
gies in conjuction with the increasing level of vehicular
automation has economical, legal, criminal, and administrative
consequences. According to [7], the economical consequences
impact the allocation of vehicles, the supply chain from
automakers, passenger transportation services and the income
of those working as drivers, such as taxi services and mobility
applications, due to the gradual replacement of the driver; on-
demand use of vehicles, instead of a daily rent; and redesign
of automakers to adapt themselves to the new consumption
requirements without the need of a car per family member.
It expected that the productivity of workers increases, once
the time for daily trips from home to work and vice-versa
(which means 64 minutes on average in Sao Paulo) will
be reverted to production capacity by using technological
resources (tablets, laptops, etc). Expected legal consequences
are the implementation of the social function of property in
light of car sharing, which will require usage fees, renting a
vehicle and higher traffic efficiency. Finally, there is the civil
responsibility and the convenience of compulsory insurance:
on the basis of Negligent Entrustment, the Brazilian Superior
Court of Justice (STJ) understood that the losses caused to
third parties are the responsibility of the owner of the vehicle,
even if it is proven that he/she has not driven it, since the
owner has the intellectual command and will be responsible
for damages caused to third parties independently of being
considered guilty. However, in case the damage was caused
by a manufacturing defect, it is legal that the owner asks
the manufacturer or the company responsible for the mainte-
nance the reimbursement of the amount of money awarded in
compensation, on the basis of prohibiting unjust enrichment,
according to Article 934 from the Brazilian Civil Code and
on the analogical application of Article 13, sole paragraph,
from the Brazilian Consumer Defense Code; the same situation
happens when a consumer suffers damages arising from an
accident. In such a case the legislation must be adapted for en-
forcing a mandatory insurance from vehicle owners. Therefore,
it is noticed that the specific legislation in Brazil for the use of
ITS technologies is outdated, even though it was implemented
since 2009, it is still restricted to the adoption and implementa-
tion of norms, protocols, specifications and prices for highway
communication infrastructure, such as ANTT n. 3,323-A on
11/18/2009 [125]. This regulation provides for the adoption of
Data Communication Protocols and libraries of data standards
from NTCIP (National Transportation Communications) for
ITS protocols developed by the National Electronics Manufac-
turers Association (NEMA), in conjunction with the American
Association of State Highway and Transportation Officials
(AASHTO), the Institute of Transportation Engineers (ITE)
and ANTT n. 3,576 on 09/02/2010 [87]. This resolution



provides for the specifications and prices for ITS systems
(Intelligent Transportation Systems) based on Vehicular Traffic
Sensing; Variable Message Signs - fixed; of Variable Message
Signs - Mobile; Weather sensors; surveillance cameras (CFTV)
and height detection to be adopted on Federal concession
highways, regulated by ANTT [125]. However, a transport
partnership between Brazil and the United States is under way,
whose primary aim is to allow a technical exchange in order
to boost ITS and reinforce the implementation of National
Transportation Communications for Intelligent Transportation
System Protocols (NTCIP), besides fostering the discussion
on the evolution of the architecture and support for integrating
connected vehicles [126].

VII. CONCLUSION AND PROSPECTS

The vehicle communication technology, mainly driven by
the development of V2V, V2I, and the IoV concept, is already
a reality in the aftermarket and it is possible to acquire
equipments to connect vehicles and traffic infrastructure. The
connectivity solutions already available in the automotive in-
dustry are restricted to V2D communication, via Bluetooth and
USB connection applications. Regarding traffic infrastructure
solutions, other resources were found, such as e-toll payment
and the opening of gates by using RFID. Many researches
and practical tests have been carried out since the late 1980s,
and today the advance of scientific research is well ahead of
the solutions found in the market (such as the use of 5G
for V2I communication). In addition, although the current
development phase of connected vehicles is not sophisticated,
it allows vehicles to communicate with each other and with
the traffic infrastructure. It has been found that many countries
(from the European Union, the United States, Japan, and
China) have their own vehicle communication standards and
are implementing tests in real-life traffic situations for later
standardization and description of relevant legislation for con-
nected vehicles. This demonstrates the need for harmonization
of international standards and further research on standards,
vehicle experiments, development and adoption of connected
vehicles more efficient and easier. During the research it was
noticed that the automobile market is very restrictive in terms
of adoptiing new technologies due to the costs of manufactur-
ing and assembly, both to the automakers and to the customers
and to the time required for certification and homologation of
new equipments. The solution would be the use of technolog-
ical resources in the aftermarket, where the user could choose
the type of equipment to be used and install it in the vehicle, to
make it connected. The present work aimed at the research and
discussion of main studies in connected vehicles, emphasizing
the state-of-the-art V2V and V2I communications. In this
case, the goal for state-of-the-art technologies was reached,
since many studies were searched over the main databases
from the academic environment and reports from entities
related to ITS. For this purpose, the article objective was
accomplished, pointing out the simulation resources, devices
used for vehicular connectivity and practical tests developed
for communication evaluation. Research case studies were

presented for academic and governmental entities and it was
possible to observe a comprehensive, diversified state of the art
in the field with well-defined technical specifications through
the standards and norms of major regulatory institutions such
as ISO, IEEE, ETSI, USDOT, and EC. However, no simulation
studies were described, nor was it possible to conduct a case
study to obtain all the communication requirements necessary
to implement a stand-alone vehicle and to correlate the data
achieved with the academic or governmental database. There
is still a lot of research and development to be carried out,
since the implementation of connected vehicles in real ITS
environments is in the initial phase and there is a shortage of
transit infrastructure and telecommunications able to support
all the applications. As research and future studies, it is
proposed searching for each communication requirement to
keep the vehicles connected, perform simulation for operation
analysis and practical tests involving vehicular applications
and traffic infrastructure. Other studies can be developed
based on the use of 4G and 5G technologies for broadcasting
between the traffic center and the vehicles versus the use of
devices connected to the Internet through IoT.

ACKNOWLEDGMENT

The authors are grateful to: Coordenação de
Aperfeiçoamento de Pessoal de Nı́vel Superior (CAPES);
Conselho Nacional de Desenvolvimento Cientı́fico e
Tecnológico (CNPq); Fundação de Amparo à Pesquisa
do Estado de São Paulo (FAPESP); Departamento de
Comunicações (DECOM); Faculdade de Engenharia Elétrica
e de Computação (FEEC); Universidade Estadual de
Campinas (UNICAMP); for their financial, administrative,
and infrastructure support for the development of this
research.

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transportation.gov/office-policy/international-policy-and-trade/us-brazil-multimodal-intelligent-transportation-systems

	Introduction
	Internet of Vehicles
	Vehicular Communication
	Technologies and Protocols for Vehicular Communication
	Inter-vehicular Commmunication
	Intra-vehicular Commmunication
	Underlying Technologies


	Adoption of ITS Technologies in Brazil
	Technical Aspects and Challenges of Vehicular Communication
	Technical Aspects of Vehicular Communication
	Frequency Spectrum Allocation
	Security Aspects in Vehicular Communication
	Social Challenges

	Legislation, Public Policies and Legal Aspects
	Conclusion and Prospects
	References