The IOT (Internet Of Things) is defined as the intelligent methodology for a dynamic infrastructure related to a global network with features to adjust its configuration automatically based on different types of network protocols where there is an identification for virtual and physical things which are fully integrated using intelligent interfaces with the global data network [5, 6].

Fig. (2) describes where the IOT will be used, and its advantages in our community.

Intelligent Transportation Systems (ITS) are evolved programs which, without shaping of AI. For example, the goal to offer modern services mapped to exceptional modes of shipping and management of traffic and allow unique customers to be higher knowledgeable and make extra coordinated, more secure, and to use the network of transportation in a smarter way [7].

Intelligent Transportation System is introduced by the European Union as systems in which conversation and data technologies are used within the track of land transportation, together with automobiles, drivers and infrastructure, and in traffic management and mobility control, in addition to connections with different methods of transportation [8].

The ITS will have a larger scope in the future, probably more in the developing countries than in the developed ones.

Vehicle To Vehicle mechanism is one of the main components in the Vehicular Ad Hoc Network (VANET) networks the main target of which is because of its importance in our daily lives to open direct communication between vehicles. United States is using a predefined band 5.9 GHz. IEEE 802.11p is used as a standard component in United States Vehicle To Vehicle current production implementation.

VANET is considered as Mobile Ad Hoc Network (MANET) with some differences, like considering the vehicle as a node in the network, also the VANET network can include Dedicated Short-Range Communications (DSRC) which are used for V2V mechanism.

Fixed components in the traffic systems are considered as Vehicle To Infrastructure [9].

Fig. (3) describes the high level of the V2V communication in a city.

Table 1 provides the most popular approved V2V applications used by the US Department of Transportation (USDOT).

Fig. (2). IOT [6].

Fig. (3). V2V communication model.

Dedicated Short-Range Communication is the most reliable communication model in Vehicle To Vehicle to supply wireless communications features for ITS programs within a 1 KM range at standard speeds of the highway.

Table 2 provides a comparison of Existing Communication Technologies for V2V Communication from many perspectives (Characteristics, Efficiency, etc.)

3.2.2. IEEE 802.11p

For a while, Dedicated Short-Range Communication is using IEEE802.11p, The current project which is related to the US DOT depends on the standards related to vehicle-based communication which is based on CALM mechanism (Communication Access for Land Mobiles). It is used especially for programs like Car Safety Services, and ETC gates. The extreme target was a fully integrated national network that authorizes connections between cars and RSUs or other cars [11].

Table 3 describes IEEE802.11 protocol evolution starting from its first version till the current used versions.

IEEE 802.11p is a child version to the main wireless network 802.11 but with some extra features which allow it to support the VANET exclusively to overcome this tough type of networking [11].

The physical and MAC layers are the main layers that include the changes between IEEE 802.11p and 802.11, other layers that are placed at a higher level are not taken into consideration in this change [11].

The IEEE 802.11p uses the Carrier-Sense Multiple Access with Collision Avoidance to support the scenario if a node wants to transmit a data it will check the network medium, and if the medium is available for an AIFS (Arbitration Inter-frame Space), the node should postpone the operation by choosing a random back-off time, all of this is done because EDCA is acting as the MAC method in the IEEE 802.11p which is an advanced DCF version from the main wireless network mechanism [11].

Fig. (4) illustrates the packet frame of IEEE 802.11p and the usage of every bytes range in this packet frame.

Fig. (4). IEEE 802.11P packet frame.

Table 2. V2V communication technologies.

Communication Technologies	Communication Protocols	Range	Characteristics
DSRC	IEEE 802.11p	1000 m	High Data Transfer Rate Reliable for large networks
Infrared	IEEE 802.11	10 m	Reliable, mature and easy to master
Bluetooth	IEEE 802.15.1	10 m	Low Power Good communication Security
Wi-Fi	IEEE 802.11a/b/g	76~305 m	High Data Transfer Rate
UWB	IEEE 802.15.3a	10 m	Strong anti-interference ability
Zigbee	IEEE 802.15.4	100 m	Low Cost Low Power
MmWave	IEEE 802.11ad/IEEE 802.15.3c	10 m	High Transmission Quality

Table 3. IEEE802.11 protocol evolution [12].

802.11 Protocol	First Release Date	Max Throughput	Scope
802.11a	Sep-99	54 Mbps	First version based on OFDM
802.11g	Jun-03	54 Mbps	Improved performance and range
802.11n	Oct-09	150 Mbps	Introduction of MIMO
802.11ac	Dec-13	866 Mbps	Increased BW and performance
802.11p	Jul-10	54 Mbps	V2X applications

In this direction, some researches are talking about performance evaluation based on some protocols like (DSR and AODV) which are designed for Intelligent Transportation System. Some scenarios are related to vehicle to vehicle communication. These scenarios are used to measure the overall execution of the network's output, anatomize the data receiving and sending using the simulation modulators, imitate its connection procedures, so it can show the best practice for enhancing and developing the VANET.

The major performance evaluation KPIs for the V2V are the Packet delay, Packet drop rate, Processing Time, network latency and the amount of radio spectrum [13].

Another paper is talking about the performance evaluation from another perspective, it examines what is the appropriate spectrum range for stable and commercial V2V (vehicle to vehicle) communication in the ITS industry.

The popular characteristic of the traffic safety program is that it makes use of frequent transmissions of messages including the speed and position status of source cars. From their obersvation, two main mechanisms are used for Vehicle To Vehicle, STDMA (Self-Organized Time-Division Multiple Access) and IEEE 802.11p [14].

To provide fully automated ITS, V2V may need to integrate with the current computing technologies like cloud computing to get the advantage of a common pool of customizable resources that can interact with low resources of the service provider and doing the provisioning with fewer efforts related to resources management. These resources can be programs, storage and servers [15].

Fig. (6) illustrates the integration of the ITS architecture with the public cloud solutions.

In this direction, some researches are talking about the design of new protocols instead of the currently available protocols, then simulate them on the VANET simulator tools and compare between them and the existent protocols in all directions (Packets Delay, processing Time, Performance, Packets Drop Rate, etc.) to find in the future a suitable standard protocol which is considered as one of the main challenges [17].

The general Steps to design a new V2V protocol are as the following:

• Identify the objective
• Gather the Information
• Study the current V2V protocols (Pros and Cons for each one)
• Study the standard V2V communication model ”If Available”
• Study Protocol Specification
• Design Protocol Interfaces
• Handling Constraints
• Implementation Phase
• Prototype version for testing purposes
• Testing Phase
• Validation Phase
• UAT Phase

Fig. (7) illustrates a high-level work flow for a V2V/V2I protocol.

There is another research talking about the new communication protocol design to enhance road management. It introduces how to manage the critical messages congestion using policies so that the high critical messages will be processed in the highest priority than the less critical messages.

Fig. (7). V2V/V2I protocol sample [18].

It activates the program of mutual impact warning to use the techniques of service segregation with other programs. It also demonstrates a technique to eliminate excessive critical messages, making use of the flow effect of classic emergency events [19].

A well-established infrastructure is used for applying continuous security services and securing the critical data related to the Vehicle-To-Vehicle networks.

It demonstrates that security infrastructure techniques are essential for Vehicle-To-Vehicle performance. During the last decade, some researches recommended and tested a method related to performance that able to support the Vehicle-To-Vehicle nodes in a message's acceptance or refusal [20].

Another paper is discussing the impact of the security on the Intelligent Transportation Systems technology, how to ensure that the Vehicle-To-Vehicle networks are safe and secured from all perspectives away from cybersecurity attacks which may lead to fatal crisis’s. Also it is important to let the network users feel comfortable and secured about that their personal data will not be transmitted in any message, also the paper recommended to use the cloud computing systems to save and keep all the data related to the network.

This paper was not recommending the security which is based on an individual mode because the group security mode is more safe and reliable. This means that the cloud computing system is connected to all cells of the network for receiving or sending the data, a number of vehicles will communicate with each other directly and also with the nearest cell that covers the region, and finally the most reliable and strongest connected vehicle in the group with the cell will be the main connector between the cell and the group, this will avoid the dropped messages in case of individual vehicle communication model [21].

The main targets for the security of Vehicle-To-Vehicle researches are based on the following.

• Security Scalability: The V2V network security model should be flexible and able to manage a massive number of vehicles in the network.
• Authenticated Connections: All connections swapped between cars should be authenticated. The authentication system will be responsible of controlling the approved and declined actions passed on a predefined permissions managed by the traffic management center.
• Encrypted Connections: All connections (Send and Receive) between cars must be encrypted. This is covering both synchronous and asynchronous communication models. The credentials of security parameters will be managed and controlled through the transmitted messages to eliminate any hacking trial.
• The V2V must not use any personal data related to the user in any communicated message, just generic safety data and traffic conditions to be sent.

This direction is very important as it links between the theoretical and real life, as it implements a V2V on some cities like a prototype in order to develop a road-map for V2V/V2I deployments and business models and realistic deployment strategies to speed-up the market penetration, then to enforce the harmonization of V2V global standards [22].

The output and conclusion for this study have discussed the cooperative collision Avoidance performance vulnerability to unstable communication channels. Also, these results were used to describe and justify the essential requirements for prioritizing the information based on its criticality in the safety programs [23].

The below diagram is an electronic board which has the main components needed to develop vehicle monitoring unit. Also, this unit can be developed using a mobile application to replace the hardware implementation, because the mobiles are already including most of the hardware unit features like (WIFI, GPS, and GSM modules.) (Fig. 10).

We followed V-Cycle to design the software. An illustration of V-Cycle steps as shown in Fig. (11).

6.3.7. Operational Testing

• Is the phase of testing used to determine whether a system satisfies the requirements specified in the requirements analysis phase.
• The acceptance test phase is the phase used by the customer to determine whether to accept the software/system or not.

Fig. (10). Node block diagram.

Fig. (11). V-Cycle process [24].