IEEE INTERNET OF THINGS JOURNAL, VOL. 5, NO.

5, OCTOBER 2018 3701

Internet of Vehicles: Architecture,

Protocols, and Security
Juan Contreras-Castillo, Sherali Zeadally, and Juan Antonio Guerrero-Ibañez

Abstract—Today, vehicles are increasingly being connected to are being deployed to provide a safer and more convenient
the Internet of Things which enable them to provide ubiq- environment through their interconnection and interoperabil-
uitous access to information to drivers and passengers while ity, creating the new concept of IoT. In addition, as high speed
on the move. However, as the number of connected vehicles
keeps increasing, new requirements (such as seamless, secure, mobile Internet access becomes more affordable and ubiqui-
robust, scalable information exchange among vehicles, humans, tous, opportunities for new products and services for society
and roadside infrastructures) of vehicular networks are emerging. are emerging.
In this context, the original concept of vehicular ad-hoc networks Raymond James’ industry reported that in 2011 the number
is being transformed into a new concept called the Internet of of Internet-connected devices surpassed the number of people
Vehicles (IoV). We discuss the benefits of IoV along with recent
industry standards developed to promote its implementation. We on the planet, and it is expected to reach between 26 billion
further present recently proposed communication protocols to and 50 billion by 2020 [4]. This exponential increase in the
enable the seamless integration and operation of the IoV. Finally, number of connected devices opens the door for different types
we present future research directions of IoV that require further of machine-to-machine (M2M) communications which enable
consideration from the vehicular research community. ubiquitous connectivity among devices thereby enabling the
Index Terms—Internet of Vehicles (IoV), protocol, security, IoT paradigm. Vodafone stated that the automotive indus-
standards, vehicular ad-hoc networks (VANETs). try is one of the fastest growing sectors (with an increase
of approximately 32% and 19% for automotive and logis-
tic and transportation sectors, respectively [5]) where M2M
I. I NTRODUCTION communication is being heavily deployed.
The concept of vehicular ad-hoc networks (VANETs) was
ODAY, the transportation systems in many countries are
T increasingly being stretched to their limits as the number
of people using them keeps increasing. In many cases, these
conceived over a decade ago and has since then been a very
active area of research both in academia and industry [6]–[9].
However, as the number of vehicles connected to the IoT
transportation systems have become inefficient and costly to
increases, new requirements of VANETs (such as intervehic-
maintain or upgrade. A recent report noted that the number
ular, vehicular-infrastructure and vehicular-Internet, vehicular-
of vehicles (passenger and commercial) used worldwide is
personal devices, and intravehicular communications) are
slightly higher than one billion [1] and is expected to reach
emerging. One of the main problems of VANETs is its lim-
two billion by 2035 [2]. The rapid growth in the number of
ited capacity for processing all the information that is collected
vehicles causes an increase in traffic congestion and number
by themselves and other actors (such as sensors and mobile
of fatalities that occur due to accidents on the roads [3]. In the
devices) around the environment. In this context, vehicles
future, we anticipate substantial changes in the transportation
must evolve into “smart” objects equipped with a multisensor
system to cope with emerging requirements of new vehicles,
platform, with a set of communication technologies, robust
passengers, and drivers along with new paradigms such as
computational units, IP-based connectivity to the Internet, and
the Internet of Things (IoT), cloud computing, among others.
a direct or indirect connection to other vehicles and with all
Recent advances in computing and networking technologies
devices around the environment. In this context, the concept
have led to the development of a wide range of intelligent
of VANETs is evolving into the Internet of Vehicle (IoV).
devices often equipped with embedded processors and wire-
The basic principle of a VANET is that a vehicle is a mobile
less communication technologies. These intelligent devices
node that enables it to connect to other vehicles thereby cre-
ating a network. Vehicles are connected or disconnected as
Manuscript received October 1, 2016; revised December 23, 2016; accepted they fall inside or outside of the coverage range. However,
December 30, 2016. Date of publication April 4, 2017; date of current ver-
sion November 14, 2018. The work of S. Zeadally was supported by the we consider a VANET to be a conditioned network with
University Research Professorship Award from the University of Kentucky in mobility constraints, affected by the number of connected
2016. (Corresponding author: Sherali Zeadally.) vehicles, and several factors such as traffic jams, tall build-
J. Contreras-Castillo and J. A. Guerrero-Ibañez are with the School
of Telematics, University of Colima, Colima 28040, Mexico (e-mail: ings, and bad driver behaviors which affect its performance
juancont@ucol.mx; antonio_guerrero@ucol.mx). and use.
S. Zeadally is with the College of Communication and Information, VANETs lack the processing capacity for handling global
University of Kentucky. Lexington, KY 40506 USA (e-mail:
szeadally@uky.edu). information. VANETs does not have the capacity to analyze,
Digital Object Identifier 10.1109/JIOT.2017.2690902 process, and evaluate the global information that is collected
2327-4662 c 2017 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
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 3702 IEEE INTERNET OF THINGS JOURNAL, VOL. 5, NO. 5, OCTOBER 2018

from the different vehicles that are part of the network. for supporting different functions (such as intelligent traffic
However, VANETs are well suited for short term applica- management, dynamic information services, intelligent vehicle
tions or for small scale services such as collision prevention control, among others) [12]. IoV is composed of three funda-
or road hazard control notifications services. In contrast, IoV mental components: 1) the intervehicular network; 2) intrave-
integrates two technological visions: 1) vehicle’s networking hicular network; and 3) vehicular mobile Internet. IoV allows
and 2) vehicle’s intelligence [10] and focuses on the integra- vehicles to be permanently connected to the Internet, forming
tion of objects such as humans, vehicles, things, networks, an interconnected set of vehicles that can provide informa-
and environments to create an intelligent network based on tion for different services such as traffic management, road
computing and communication capabilities that supports ser- safety, and infotainment [13]. IoV enables the exchange of
vices (such as global traffic efficiency and management service information among vehicles, road infrastructures, passengers,
based on pollution levels, road conditions, congestion traf- drivers, sensors and electric actuators, and the Internet using
fic level, or vehicular safety services) for large cities or even communication protocols and standards such as IEEE 802.11p,
a whole country. directional medium access control (DMAC), vehicular coop-
By using intelligent systems on vehicles and different erative media access control (VC-MAC), ad hoc on demand
cyber-physical systems (such as sensors, vehicles, and mobile distance vector, dynamic source routing, general packet radio
devices) in cities we can develop a global network that pro- services, and others [14]. IoV differs from ITS because it puts
vides different services to vehicles and the humans associated more emphasis on information interaction among vehicles,
with them. IoV also refers to vehicles, humans, components human, and the surrounding road infrastructures.
of the transportation infrastructure, and a set of devices allo- Every year, approximately 1.3 million people die and more
cated in the environment, connected through an all IP-based than 7 million people are injured in around 8 million traffic
infrastructure, that exchange information directly or indirectly accidents. People waste more than 90 billion hours because of
to contribute toward a more efficient, safer, and greener world traffic problems (accidents and traffic jams), causing a loss of
of transportation [11]. 2% of the global gross domestic product and vehicular travel
The main contributions of this paper include: first, we generates 220 million metric tons of carbon equivalent [15].
describe and discuss how IoV can help to achieve a sustain- The cost of personal transportation in cars (not including pub-
able intelligent transportation system and bring considerable lic or commercial vehicles) is about $3 trillion per year in
benefits to drivers and passengers, society, service providers the United States and 40% of this cost is related to crashes,
and auto manufacturers; second, we propose a new seven- parking, roads, traffic services, and pollution [16].
layered IoV model that addresses some of the deficiencies and The IoV concept opens up many new opportunities and
drawbacks of previously proposed IoV models; and finally, we applications and offers various benefits to drivers, society, and
identify future challenges that must be addressed in order to businesses. Cisco IBSG Automotive and Economics practices
achieve a scalable, robust, secure, and fully operational IoV indicate that IoV will help provide $1400 U.S. in benefits per
environment. vehicle, per year [17]. These include the following.
The remainder of this paper is organized as follows. 1) Vehicle User: It is estimated that the saving will be
Section II describes the concept of the IoV. We present the around $550 U.S. based on lower insurance rates, lower oper-
current architecture or architectures being proposed for IoV in ation costs and less time spent in traffic which increases
Section III. Section IV focuses on message exchange proto- productivity due to reduced traffic congestion by recogniz-
cols for IoV. Section V discusses how security solutions can ing and anticipating risk and dynamically calculating optimal
be deployed to address some of the security and privacy chal- routes.
lenges in IoV. Section VI presents some of the future research 2) Society: Societal benefits could be around $420 U.S. that
challenges for IoV. We make some concluding remarks in could be obtained through lower traffic road operational costs,
Section VII. a decrease in the number of crashes and better control of con-
gestion through traffic management and optimization of road
networks and reduced CO2 emissions.
II. B ENEFITS OF I OV S 3) IoV Service Providers: They could save around $160 U.S.
Recent technological advances and ease of access to mobile through traffic guidance, navigation, emergency services, and
Internet have transformed the car into “the new mobile device” location-based services.
enabling people in these vehicles to become “connected occu- 4) Auto (Original Equipment Manufacturers/Original
pants.” When vehicles and occupants are connected, they Equipment Suppliers): They could save around $300 U.S.
access, consume, create, enrich, and share a lot of digital through lower service/warranty costs and new profit pools
information among businesses, people, organizations, infras- amortized over eight years [18].
tructure, and other cars leading to the emerging concept In 2015, the National Highway Traffic Safety released the
of IoVs. results of a study which showed that the United States spend
The IoVs might be defined as a platform that enables the more than $836 billion on crashes, insurance premiums, and
exchange of information between the car and its surroundings traffic law enforcement accounts [19]. Another report released
through different communication media. As a result of the in 2014 by Seattle-based INRIX and the Centre for Economics
integration of the IoT technology with intelligent transporta- and Business Research revealed that traffic congestions cost
tion systems (ITSs), IoV will create an integrated network Americans $124 billion in direct and indirect losses, and this

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 CONTRERAS-CASTILLO et al.: IoV: ARCHITECTURE, PROTOCOLS, AND SECURITY 3703

number is expected to increase to $186 billion in 2030 [20].

Increasing road safety and reducing traffic congestion can yield
major benefits for public health expenditure because if the
number of road accidents reduces then related public health
costs will also be reduced. If drivers spend less time in traf-
fic jams and vehicles are connected all time, real-time traffic
solutions will contribute to increased productivity. Mai market
research shows that IoV might create a total of 400 000 new
jobs in the U.S. [21].
Finally, IoV will create a whole new set of service providers
which will develop new services such as parking spot loca-
tor services, real-time traffic information, and location-based
services that create immediate value not only for drivers but
also for businesses in terms of future services they can sell to
their customers. The European Union estimates that the global
market size for IoV components will be 115.26 billion Euros
by 2020 [22]. Fig. 1. Proposed seven-layer IoV architecture based on [24]–[26].

III. A RCHITECTURE OF I OV proposed a service-based architecture based on the service

Based on the interaction of different technologies in the oriented architecture and the event-driven architecture. V2B
IoV environment, researchers have identified a three-level integration architecture specifies two dedicated components:
architecture [23], [24]. The first level contains all the sensors 1) the vehicle integration platform as a back-end system
within the vehicle that gather environmental data and detect that enables efficient information exchange between vehicles
specific events of interest such as driving patterns and vehicle and enterprise applications and 2) the back-end integration
situations, environmental conditions, among others. manager that connects in-vehicle components [26].
The second level is the communication layer which supports After we analyzed the proposed IoV layered architec-
different wireless communication modes such as vehicle- tures in [24]–[26], we identified the following weaknesses:
to-vehicle (V2V), vehicle-to-infrastructure (V2I), vehicle-to- 1) the previous IoV models proposed do not consider security
pedestrian, and vehicle-to-sensor. The communication layer (authentication, authorization, accounting, and trust relations);
ensures seamless connectivity to existing and emerging net- 2) they do not provide a layer to integrate the communica-
works (such as GSM, Wi-Fi, LTE, Bluetooth, 802.15.4, among tion intelligence (selection of the best network for information
others). transmission/dissemination or accessing a service); 3) in these
The third layer includes statistics tools, support for storage, models the interaction with drivers and passengers is limited
and processing infrastructure which constitutes IoV intelli- to providing notifications through the different car devices;
gence and provides mobile cars with big data-based processing 4) additionally, all the collected information is transmitted
(i.e., accessing computing resources, content searching, spec- without preprocessing, which could lead to network con-
trum sharing, etc.) and is responsible for storage, analysis, gestions he number of vehicles increases. To address these
processing, and decision making about different risk situa- weaknesses, we propose a new seven-layered model archi-
tions (such as traffic congestion, dangerous road conditions, tecture for IoV that allows a transparent interconnection of
among others). The goal is to be able to make unified deci- all the network components and dissemination of data into
sion based on the fusion of information obtained from different an IoV environment. In this seven-layer architecture, we pro-
systems and technologies (big data, wireless sensor network, vide a security layer to manage authentication, authorization,
cloud computing, etc.). and accounting of all the transactions among the different IoV
CISCO has proposed an IoV architecture based on four entities. The IoV model supports a user-vehicle interface to
layers [25]. The end points layer covers the vehicles, software, manage the interactions between the vehicle and the driver.
and the V2V communication through 802.11p. The infras- We also have a communication interface which selects the
tructure layer defines all technologies that allow connections optimal network to transmit. For example, if we are going to
between all actors of IoV. The operation layer monitors the use a Wi-Fi network, it selects the best service provider based
policy enforcement and the flow-based management. Finally, on several factors, such as the requirements of the commu-
the service layer specifies the services that the different types nication, the vehicle profile and quality of the network, and
of cloud (public cloud, private cloud, and enterprise cloud) transaction cost, among others to maintain the quality of the
offer to drivers based on subscription, data center, or on- communication. Fig. 1 shows the proposed architecture.
demand. IoV allows vehicles and drivers to be connected to the User Vehicle Interface Layer: This layer provides direct
Internet, and therefore, enables them to have access to a broad interaction with the driver through a management interface
range of service providers. This access will facilitate commer- to coordinate all driver notifications and select the best dis-
cial business services’ integration with vehicles hence creating play element for the current situation or event to help reduce
the vehicle-to-business (V2B) communication. SAP research driver’s distractions. For example, if there is a collision risk

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 3704 IEEE INTERNET OF THINGS JOURNAL, VOL. 5, NO. 5, OCTOBER 2018

with a vehicle ahead, a set of lights on the car’s dashboard

can activate while a sound is emitted to alert the driver.
Data Acquisition Layer: This layer collects data from
various sources (vehicle internal sensors and the naviga-
tion system, data collected from intervehicle communication,
data from sensors, traffic lights, and signals among others)
located on the roads.
Data Filtering and Preprocessing Layer: This layer ana-
lyzes the collected information to avoid the transmission
of irrelevant information and reduce the network traffic.
Transmission decisions are based on a service profile created
for the vehicle which has subscribed or active services.
Communication Layer: This layer selects the best network
to send the information by using several selection parameters Fig. 2. Communication example of the proposed seven-layered architecture.
such as congestion and QoS level in the different available
networks, information relevance, privacy and security, among
others. Based on the vehicle’s profile (service requirements) and
Control and Management Layer: This layer is responsi- the available information in the environment (such as avail-
ble for managing different network service providers that are able network access technologies, available network service
within the IoV environment. In this layer, different policies providers, QoS of each network, costs, and others) the best
(such as traffic management, traffic engineering, and packet network is selected using some intelligent algorithm (imple-
inspection) and functions are applied to better manage the mented in the communication layer). All the information
information received. transmitted through the network is managed through a set of
Processing Layer: This layer processes large amounts of mechanisms (such as policies and rules, network flow pro-
information using various types of cloud computing infras- cessing and classification, packet inspection, among others) to
tructures locally and remotely. The results of the processed maintain high efficiency for all services delivered within the
information can be used by massive data services providers to IoV environment. The preprocessed information is classified
further improve the service or to develop new applications. The (e.g., as private and business), and then sent to the most suit-
results obtained after processing can also be used by various able cloud for analyzing, processing, storing, and availability
government agencies in the development of future infrastruc- based on the information type.
tures, V2B services [27], and policies to help improve or better
manage road traffic.
Security Layer: This is a transversal layer that has direct A. Standards for Internet of Vehicles
communication with the rest of layers. It is responsible of IoV involves many participants and the connectivity must be
all security functions (such as data authentication, integrity, assured between all participants. One of the main challenging
nonrepudiation and confidentiality, access control, availabil- issues for the interconnection of vehicles is interoperability.
ity, among others) within the proposed architecture. The layer To ensure this, we need to develop standards for the IoV
is designed to support mitigating solutions for address vari- framework.
ous types security attacks (such as cyberattacks and others) International organizations and consortia such as the Internet
in IoV. Engineering Task Force, EPCglobal, Institute of Electrical
As shown in Fig. 2, when a vehicle starts its engine, it trig- and Electronics Engineers, the European Committee for
gers the initialization process to authenticate itself with the Standardization (CEN), and the European Telecommunications
IoV network and begins the environmental data acquisition Standards Institute (ETSI), led by the World Wide Web
process. This acquisition step collects all the information gen- Consortium (W3C) are investing a lot of efforts to define
erated by vehicles, humans, and roadside infrastructures (car standards and protocols for IoV.
sensors, location, pollution level sensors, traffic lights, signs, The W3C is focusing on standards for application devel-
cell phones, mobile devices, body area networks, among oth- opers which will provide more accurate access to vehicle
ers) within the mobility area of the vehicular network. The data (such as vehicle identification, acceleration and speed, tire
collected information is filtered and preprocessed to obtain the pressure, battery status, and personalization information) [28].
most relevant information to be transmitted to: 1) the driver, ETSI and CEN published the basic set of standards
using one of the interaction mechanisms such as visual, acous- requested by the European Commission to ensure interop-
tic or haptic; 2) to the network depending on the coverage, type erable communication between vehicles made by different
and sensitivity of the information; or 3) discarded to reduce manufacturers.
the load on the IoV network. Fig. 3 provides some of the most prominent proto-
For example, if a vehicle receives an accident notification, cols defined by the various international standardization
it is displayed to the driver and the notification is then broad- organizations [29]. Although almost all application layer pro-
casted. But if another vehicle receives the same information, tocols have been developed for IoT, however, they can be
without changes, then it will not rebroadcast it a second time. implemented in IoV.

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 CONTRERAS-CASTILLO et al.: IoV: ARCHITECTURE, PROTOCOLS, AND SECURITY 3705

TABLE I
I OV P ROJECTS : G OALS AND ACHIEVEMENTS

Fig. 3. Standards for IoV [29].

B. Recent Projects and Solutions on the Market for IoV

To address several of the challenges related to IoV, various
projects (as shown in Table I) are undertaken by academia,
industry, and government recently.
Finally, there are also some recent market develop-
ments regarding the IoV. The IoV market is classi-
fied in two service categories. The first category is
on-board diagnostic which is a service based on the
information that is collected inside the car. Companies
such as Metromile (http://www.metromile.com), Automile
(http://www.automile.com), and Zubie (http://www.zubie.com)
deliver vehicle’s data such as trip information, fuel consump-
tion, car diagnostics, tracking, among other information.
The second category is a service based on environmen-
tal sensors that collect data from the environment of the car
and provides information to the driver about traffic condi-
tions, parking services, and so on. In this context, INRIX
(http://www.inrix.com) offers dynamic data services to assist
drivers. These services provide up-to-date, accurate real-time
traffic, parking information, road hazards, fuel and weather
conditions, and a range of cloud-based services for the
demanding automotive industry. One of the cruise companies
(http://www.getcruise.com) sells a device (mounted on top of
a car) that monitors the road. The device uses a computer, and
switch to auto-pilot mode thereby turning modern Chevrolet
bolt EVs into autonomous vehicle with sensors, radars, and
actuators collecting and processing data to make real-time
decisions based on current traffic conditions.

IV. P ROTOCOLS IN I OV
are caused by the movements of vehicles must be considered.
Intervehicular communication protocols in VANETs play
Some recent efforts have focused on the use of infrared and
an essential role in IoV as they enable different levels of
radio waves for vehicle-vehicle communications because they
interaction among vehicles, humans, and roadside units. They
offer line-of-sight and broadcast communications. Dedicated
can provide alternate routes efficiently and quickly if a prob-
short range communication, also known as IEEE 802.11p wire-
lem arises with the current route. However, IoV extends
less access in vehicular environments (WAVE), is based on
beyond VANETs (as we mentioned earlier) and places more
IEEE 1609 standards and describes techniques and interface
emphasis on information exchange among vehicles, human,
processes controlled by the MAC layer for public safety and
and the surrounding road infrastructures. Next, we briefly
private applications [30]. The frequency band is divided into
present basic VANET communication protocols that can be
six service channels that are used for different application
applied to IoV.
types (frequency range 5.855–5.875 MHz for ITS nonsafety
applications and frequency range 5.875–5.905 MHz for safety
A. Physical Layer Protocols and traffic efficiency applications) and one control channel.
When a protocol for physical layer is designed some fac- The main idea of IEEE 802.11p WAVE protocol is to integrate
tors such as multipath fading and Doppler frequency shifts that PHY and MAC layers of the IEEE 802.11 wireless standards

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 3706 IEEE INTERNET OF THINGS JOURNAL, VOL. 5, NO. 5, OCTOBER 2018

in [40]–[44]. However, in IoV, vehicles could have dynamic

behavior where the routing tables may contain inconsistent
information which makes it difficult to find and maintain
routes which in turn require an accurate vehicle’s position to
determine the type of services that can be offered.
Delay-based routing protocols are classified into two cate-
gories: 1) delay sensitive protocols which need to exchange
data as soon as possible and 2) delay-tolerant protocols which
manage connection failures occurrences using a carry and for-
ward mechanism [45]–[47]. However, some challenges need
to be solved: 1) delay-tolerant protocols to need to maintain
substantial network coverage while limiting network trans-
missions and 2) delay-sensitive protocols need to reduce the
Fig. 4. VANETs Routing protocols taxonomy adapted from [35]. probability of congestion of routing paths and maintain a high
delivery ratio with low latency.
Target networks routing protocols refer to the type access
to allow data exchange among vehicles and roadside devices technology that vehicles can use. In this context, traditional
in the 5.9 GHz band [31]. routing protocols in VANETs focus on scenarios in which all
packets are transmitted over short distances using the same
B. MAC Layer Protocols wireless technology [48]–[54]. However, given that the het-
MAC protocols for IoV should support different types of erogeneous nature of IoV will include different radio access
applications with different requirements for QoS (such as low technologies, one of the main challenges is handoff which
delay or failure rates). MAC protocols need to solve several involves real-time switching of access technologies based on:
problems such as hidden station problem or the shared band- network performance, connection availability, packet delay, or
width among the communicating vehicles. Some protocols pricing, while maintaining active connections.
such as IEEE 802.11p or DMAC [32] use OFDM technol- Even though many routing protocols have been published,
ogy and a CSMA mechanism to control the medium access they focus on homogeneous network models instead of hetero-
and to avoid collisions. IEEE 802.11p provides reliability and geneous models (such as those required in IoV) which open up
low latency requirements present in intervehicular commu- several challenges that must be addressed. These challenges
nications. DMAC increases the re-use of the transmission include the handoff timing, the gateway node in a network,
channel to improve the performance and reduce collisions the most suitable wireless technology to transmit packets, IP
using directional antennas. Other type of MAC protocols addressing, and vehicles’ mobility demeanor.
use the ALOHA approach in their transmission scheduler. In Routing protocols in IoV must have an efficient model to
this category, some protocols such as ADHOC MAC [33] or manage dynamic topology variations which is an issue that
VC-MAC [34] have recently been proposed in the literature as has not yet been fully solved by current VANETs routing pro-
alternative protocols for cooperative communication protocols tocols. The heterogeneous model of IoV requires the handling
in VANETs environments to: use spatial reusability to maxi- of different network parameters from applications due to the
mize the network throughput, guarantee QoS, address terminal large scale of IoV. It is worthwhile pointing out that there is
problems, reduce transmission collisions and [15]. a need for hybrid routing protocols that can handle efficient
methods to reduce delay due to rapid topology changes and
traffic density, efficient privacy preserving location services
C. Routing Protocols in IoV that protect the privacy of a vehicle’s navigation information.
Cheng et al. [35] presented a taxonomy on routing protocols In addition, routing protocols should also control the flooding
ranging from protocols with a transmission strategy to those of the network to avoid disruption of nodes’ communications.
for network types (as shown in Fig. 4).
Transmission strategy-based routing protocols focus on
transmitting data from a single node to a destination node, V. S ECURITY IN I OV
either through all nodes within a specified geographical region In IoV, we need to integrate many different technologies,
or all nodes of the network through multihop transmissions services, and standards [35]. However, heterogeneity and the
as discussed in [36]–[39]. However, this type of protocols large number of vehicles will increase the need for data secu-
can incur high delays when finding routes. Consequently, rity. Zhang [55] stated that IoVs, as with other technologies,
their performance is very poor in large networks and could have many security vulnerabilities. Vehicles operate in vul-
cause excessive network flooding, which in turn, could cause nerable and unprotected environments with serious problems
a disruption in nodes’ communications. of security in vehicle-to-infrastructure and cloud communi-
Information-based routing protocols distribute routing infor- cations. IoVs can become very vulnerable to cyberattacks.
mation among nodes by sending entire dumps infrequently Malicious people can exploit vulnerable connection points
and smaller incremental updates based on beacon messages. and manipulate vehicular data streams with devastating effects
Several examples of such routing protocols are described such as: MP3 files infecting a whole network of cars very

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 CONTRERAS-CASTILLO et al.: IoV: ARCHITECTURE, PROTOCOLS, AND SECURITY 3707

TABLE II
S ECURITY R EQUIREMENTS FOR I OV As with other markets, the IoV market is driven by various
trends. In this context, Lengton et al. [65] identified four major
trends that will fuel the growth of IoV in the future.
1) Energy Efficiency: This trend is expected to continue
because IoV provides several benefits through its poten-
tial to maximize fuel economy. A reduction of fuel
consumption through better driving and more advanced
traffic control systems will reduce traffic jams and
subsequently fuel consumption.
2) Connected Devices: The trends of integration between
devices and applications will promote the IoV market
by allowing companies to take advantage of new appli-
cation opportunities and have access to a much larger
end-user base.
3) Security: The strong demand for security features in
IoV solutions continues to grow. Robust, cost-effective,
and scalable security are needed to ensure that the IoV
platform conforms with legal requirements for data and
quickly [56]. Once the cybercriminal gets control of the car’s
identity security protection.
data system, he/she could manipulate different components of
4) Safety: This trend is related to various types of safety
the car such as brakes, unlock doors, or even turn the car off.
features. In this context IoV will be able to provide
At a recent Black Hat cybersecurity conference, a demonstra-
drivers with unprecedented safety features on the road.
tion showed how some software allows attackers to control
Furthermore, IoV applications may be able to provide
a Jeep Cherokee while on the move.
personalized safety features, such as the identification
This example demonstrates the potential dangers on the road
of personal health conditions while on the road and
ahead for the IoV [57]. Hickey [58] mentioned that one way
anti-fatigue systems.
to analyze the security problem from an effort-and-impact per-
Another major trend is the improvement of data process-
spective is to identify mitigation techniques that are used in
ing performance and capability. This trend focuses on the
comparable critical infrastructure systems of national impor-
migration from a traditional operating support system to a new
tance. He argued that disrupting a vehicle’s communication
platform that can handle the rapid increase of the amount of
or sensors, for example, would require a more complex and
data collected for the IoV system and the creation of new
sophisticated attack than one designed to simply gather infor-
solutions for data analytics [27].
mation, and disrupting the vehicle’s control commands would
The application of IoV technology collects and dissem-
be even harder. Regardless, the threat is real and a security
inates information and implements supervision and control
breach could have severe consequences on drivers, passen-
to improve traffic efficiency, enhance traffic safety, to make
gers, other vehicles, and infrastructures. For these reasons is
the lives of millions of people more enjoyable and conve-
necessary to make security a high priority for the IoV.
nient, coupled with a wide range of traffic safety services.
Some efforts have been made to address security issues in
Complementary efforts should also focus on the design of
the IoV. The National Institute of Standards and Technology
new middleware platforms to enable analysis and processing
proposed a framework to improve critical infrastructure cyber-
of vehicular information to allow informed decision making.
security that may be incorporated into IoV technologies [59].
Finally, the main IoV challenges include: 1) efficient
Other authors also developed V2V and V2I secure communi-
and scalable coordination and communication among devices
cation schemes for VANET applications [60]–[62].
and 2) the lack of standards to enable robust V2V commu-
nication. Open standards are needed to achieve a uniform
A. Security Requirements communication and information sharing environment which
IoV has several security requirements that must be allows for the transparent and seamless integration with cur-
addressed before it captures a large end-user market. The solu- rent closed standards in order to improve services and user
tions that meet the security requirements must be developed to experiences in the IoV ecosystem.
maintain privacy and security of end-users. Table II presents
a summary of some of the security requirements that IoV must
VII. C ONCLUSION
meet [63].
In this paper, we presented some of the most relevant
technologies that support IoV. IoV provides numerous ben-
VI. F UTURE R ESEARCH D IRECTIONS ON I OV efits including dynamic information services, intelligent vehi-
IoV will improve automotive and information technolo- cle control, and applications to reduce insurance rates and
gies thereby contributing to economic and social development increased productivity due to reduced traffic congestions. We
through a more robust, efficient, and intelligent transportation also proposed a seven-layer architecture for IoV as well as
system that will have a direct impact on users’ lifestyle [64]. the standards used for interoperability of all participants.

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 3708 IEEE INTERNET OF THINGS JOURNAL, VOL. 5, NO. 5, OCTOBER 2018

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