Design and implementation of simulation tools, protocols and architectures to support service platforms on vehicular networks

Tesis por compendioProducts related with Intelligent Transportation Systems (ITS) are becoming a reality on our roads. All car manufacturers are starting to include Internet access in their vehicles and to integrate smartphones directly from the dashboard, but more and more services will be introduced in the near future. Connectivity through "vehicular networks" will become a cornerstone of every new proposal, and offering an adequate quality of service is obviously desirable. However, a lot of work is needed for vehicular networks to offer performances similar to those of the wired networks. Vehicular networks can be characterized by two main features: high variability due to mobility levels that can reach up to 250 kilometers per hour, and heterogeneity, being that various competing versions from different vendors have and will be released. Therefore, to make the deployment of efficient services possible, an extensive study must be carried out and adequate tools must be proposed and developed. This PhD thesis addresses the service deployment problem in these networks at three different levels: (i) the physical and link layer, showing an exhaustive analysis of the physical channel and models; (ii) the network layer, proposing a forwarding protocol for IP packets; and (iii) the transport layer, where protocols are proposed to improve data delivery. First of all, the two main wireless technologies used in vehicular networks where studied and modeled, namely the 802.11 family of standards, particularly 802.11p, and the cellular networks focusing on LTE. Since 802.11p is a quite mature standard, we defined (i) a propagation and attenuation model capable of replicating the transmission range and the fading behavior of real 802.11p devices, both in line-of-sight conditions and when obstructed by small obstacles, and (ii) a visibility model able to deal with large obstacles, such as buildings and houses, in a realistic manner. Additionally, we proposed a model based on high-level performance indicators (bandwidth and delay) for LTE, which makes application validation and evaluation easier. At the network layer, a hybrid protocol called AVE is proposed for packet forwarding by switching among a set of standard routing strategies. Depending on the specific scenario, AVE selects one out of four different routing solutions: a) two-hop direct delivery, b) Dynamic MANET On-demand (DYMO), c) greedy georouting, and d) store-carry-and-forward technique, to dynamically adapt its behavior to the specific situation. At the transport layer, we proposed a content delivery protocol for reliable and bidirectional unicast communication in lossy links that improves content delivery in situations where the wireless network is the bottleneck. It has been designed, validated, optimized, and its performance has been analyzed in terms of throughput and resource efficiency. Finally, at system level, we propose an edge-assisted computing model that allows reducing the response latency of several queries by placing a computing unit at the network edge. This way, traffic traversal through the Internet is avoided when not needed. This scheme could be used in both 802.11p and cellular networks, and in this thesis we decided to focus on its evaluation using LTE networks. The platform presented in this thesis combines all the individual efforts to create a single efficient platform. This new environment could be used by any provider to improve the quality of the user experience obtainable through the proposed vehicular network-based services.Los productos relacionados con los Sistemas Inteligentes de Transporte (ITS) se están transformando en una realidad en nuestras carreteras. Todos los fabricantes de coches comienzan a incluir acceso a internet en sus vehículos y a facilitar su integración con los teléfonos móviles, pero más y más servicios se introducirán en el futuro. La conectividad usando las "redes vehiculares" se convertirá en la piedra angular de cada nueva propuesta, y ofrecer una calidad de servicio adecuada será, obviamente, deseable. Sin embargo, se necesita una gran cantidad de trabajo para que las redes vehiculares ofrezcan un rendimiento similar al de las redes cableadas. Las redes vehiculares quedan definidas por sus dos características básicas: alto dinamismo, pues los nodos pueden alcanzar una velocidad relativa de más de 250 km/h; y heterogeneidad, por la gran cantidad de propuestas diferentes que los fabricantes están lanzando al mercado. Por ello, para hacer posible el despliegue de servicios sobre ellas, se impone la necesidad de hacer un estudio en profundidad de este entorno, y deben de proponerse y desarrollarse las herramientas adecuadas. Esta tesis ataca la problemática del despliegue de servicios en estas redes a tres niveles diferentes: (i) el nivel físico y de enlace, mostrando varios análisis en profundidad del medio físico y modelos derivados para su simulación; (ii) el nivel de red, proponiendo un protocolo de difusión de la información para los paquetes IP; y (iii) el nivel de transporte, donde otros protocolos son propuestos para mejorar el rendimiento del transporte de datos. En primer lugar, se han estudiado y modelado las dos principales tecnologías inalámbricas que se utilizan para la comunicación en redes vehiculares, la rama de estándares 802.11, en concreto 802.11p; y la comunicación celular, en particular LTE. Dado que el estándar 802.11p es un estándar bastante maduro, nos centramos en crear (i) un modelo de propagación y atenuación capaz de replicar el rango de transmisión de dispositivos 802.11p reales, en condiciones de visión directa y obstrucción por pequeños obstáculos, y (ii) un modelo de visibilidad capaz de simular el efecto de grandes obstáculos, como son los edifcios, de una manera realista. Además, proponemos un modelo basado en indicadores de rendimiento de alto nivel (ancho de banda y retardo) para LTE, que facilita la validación y evaluación de aplicaciones. En el plano de red, se propone un protocolo híbrido, llamado AVE, para el encaminamiento y reenvío de paquetes usando un conjunto de estrategias estándar de enrutamiento. Dependiendo del escenario, AVE elige entre cuatro estrategias diferentes: a) entrega directa a dos saltos, b) Dynamic MANET On-demand (DYMO) c) georouting voraz, y d) una técnica store-carry-and- forward, para adaptar su comportamiento dinámicamente a cada situación. En el plano de transporte, se propone un protocolo bidireccional de distribución de contenidos en canales con pérdidas que mejora la entrega de contenidos en situaciones en las que la red es un cuello de botella, como las redes inalámbricas. Ha sido diseñado, validado, optimizado, y su rendimiento ha sido analizado en términos de productividad y eficiencia en la utilización de recursos. Finalmente, a nivel de sistema, proponemos un modelo de computación asistida que permite reducir la latencia en la respuesta a muchas consultas colocando una unidad de computación en el borde de la red, i.e., la red de acceso. Este esquema podría ser usado en redes basadas en 802.11p y en redes celulares, si bien en esta tesis decidimos centrarnos en su evaluación usando redes LTE. La plataforma presentada en esta tesis combina todos los esfuerzos individuales para crear una plataforma única y eficiente. Este nuevo entorno puede ser usado por cualquier proveedor para mejorar la calidad de la experiencia de usuario en los servicios desplegados sobre redes vehiculares.Els productes relacionats amb els sistemes intel · ligents de transport (ITS) s'estan transformant en una realitat en les nostres carreteres. Tots els fabri- cants de cotxes comencen a incloure accés a internet en els vehicles i a facilitar- ne la integració amb els telèfons mòbils, però en el futur més i més serveis s'hi introduiran. La connectivitat usant les xarxes vehicular esdevindrà la pedra angular de cada nova proposta, i oferir una qualitat de servei adequada serà, òbviament, desitjable. No obstant això, es necessita una gran quantitat de treball perquè les xarxes vehiculars oferisquen un rendiment similar al de les xarxes cablejades. Les xarxes vehiculars queden definides per dues característiques bàsiques: alt dinamisme, ja que els nodes poden arribar a una velocitat relativa de més de 250 km/h; i heterogeneïtat, per la gran quantitat de propostes diferents que els fabricants estan llançant al mercat. Per això, per a fer possible el desplegament de serveis sobre aquestes xarxes, s'imposa la necessitat de fer un estudi en profunditat d'aquest entorn, i cal proposar i desenvolupar les eines adequades. Aquesta tesi ataca la problemàtica del desplegament de serveis en aquestes xarxes a tres nivells diferents: (i) el nivell físic i d'enllaç , mostrant diverses anàlisis en profunditat del medi físic i models derivats per simular-lo; (ii) el nivell de xarxa, proposant un protocol de difusió de la informació per als paquets IP; i (iii) el nivell de transport, on es proposen altres protocols per a millorar el rendiment del transport de dades. En primer lloc, s'han estudiat i modelat les dues principals tecnologies sense fils que s'utilitzen per a la comunicació en xarxes vehiculars, la branca d'estàndards 802.11, en concret 802.11p; i la comunicació cel · lular, en partic- ular LTE. Atès que l'estàndard 802.11p és un estàndard bastant madur, ens centrem a crear (i) un model de propagació i atenuació capaç de replicar el rang de transmissió de dispositius 802.11p reals, en condicions de visió directa i obstrucció per petits obstacles, i (ii) un model de visibilitat capaç de simular l'efecte de grans obstacles, com són els edificis, d'una manera realista. A més, proposem un model basat en indicadors de rendiment d'alt nivell (ample de banda i retard) per a LTE, que facilita la validació i l'avaluació d'aplicacions. En el pla de xarxa, es proposa un protocol híbrid, anomenat AVE, per a l'encaminament i el reenviament de paquets usant un conjunt d'estratègies estàndard d'encaminament. Depenent de l'escenari , AVE tria entre quatre estratègies diferents: a) lliurament directe a dos salts, b) Dynamic MANET On-demand (DYMO) c) georouting voraç, i d) una tècnica store-carry-and- forward, per a adaptar-ne el comportament dinàmicament a cada situació. En el pla de transport, es proposa un protocol bidireccional de distribució de continguts en canals amb pèrdues que millora el lliurament de continguts en situacions en què la xarxa és un coll de botella, com les xarxes sense fils. Ha sigut dissenyat, validat, optimitzat, i el seu rendiment ha sigut analitzat en termes de productivitat i eficiència en la utilització de recursos. Finalment, a nivell de sistema, proposem un model de computació assistida que permet reduir la latència en la resposta a moltes consultes col · locant una unitat de computació a la vora de la xarxa, és a dir, la xarxa d'accés. Aquest esquema podria ser usat en xarxes basades en 802.11p i en xarxes cel · lulars, si bé en aquesta tesi decidim centrar-nos en la seua avaluació usant xarxes LTE. La plataforma presentada en aquesta tesi combina tots els esforços indi- viduals per a crear una plataforma única i eficient. Aquest nou entorn pot ser usat per qualsevol proveïdor per a millorar la qualitat de l'experiència d'usuari en els serveis desplegats sobre xarxes vehiculars.Báguena Albaladejo, M. (2017). Design and implementation of simulation tools, protocols and architectures to support service platforms on vehicular networks [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/85333TESISCompendi

Change and development in the Spanish wine industry, 1950-2009

In recent years the European winegrowing regions have been carrying out deep changes in response to increasing international competition, outstanding the case of Spain. This study analyses the main sequences of changes the Spanish wine industry has undergone: the evolution of consumption; the role of exports; the spread of marketing and business organization; the factors that have been involved in the modernization of the wineries. An initial valuation leads us to conclude that it has been an authentic wine revolution in reference to the transformations that have occurred in a period of farming changes and technological modernization for the businessesWine industry revolution, technological modernization, enological change, Spain, twentieth century.

Zc(3900)Z_c(3900): what has been really seen?

The $Z^\pm_c(3900)/Z^\pm_c(3885)$ resonant structure has been experimentally observed in the $Y(4260) \to J/\psi \pi\pi$ and $Y(4260) \to \bar{D}^\ast D \pi$ decays. This structure is intriguing since it is a prominent candidate of an exotic hadron. Yet, its nature is unclear so far. In this work, we simultaneously describe the $\bar{D}^\ast D$ and $J/\psi \pi$ invariant mass distributions in which the $Z_c$ peak is seen using amplitudes with exact unitarity. Two different scenarios are statistically acceptable, where the origin of the $Z_c$ state is different. They correspond to using energy dependent or independent $\bar D^* D$ $S$-wave interaction. In the first one, the $Z_c$ peak is due to a resonance with a mass around the $D\bar D^*$ threshold. In the second one, the $Z_c$ peak is produced by a virtual state which must have a hadronic molecular nature. In both cases the two observations, $Z^\pm_c(3900)$ and $Z^\pm_c(3885)$, are shown to have the same common origin, and a $\bar D^* D$ bound state solution is not allowed. Precise measurements of the line shapes around the $D\bar D^*$ threshold are called for in order to understand the nature of this state.Comment: 6 pages, 6 figure

Scalar form factors of semi-leptonic D→π/KˉD\to\pi/ \bar{K} transitions with coupled-channel effects

Coupled-channel effects are taken into account for the study of scalar form factors in semi-leptonic $D\to\pi\bar{\ell}\nu_\ell$ and $D\to \bar{K}\bar{\ell}\nu_\ell$ decays, by solving the Muskhelishvili-Omn\`es integral equations. As inputs, we employ the unitarized amplitudes taken from chiral effective theory for the region not far away from thresholds, while, at higher energies of the Goldstone bosons, proper asymptotic conditions are employed. Within Muskhelishvili-Omn\`es formalism, the scalar form factors are represented in terms of Omn\`es matrix multiplied by a vector of polynomials. We reduce the number of subtraction constants by matching to the scalar form factors derived in chiral perturbation theory up to next-to-leading order. The recent lattice QCD data by ETM collaboration for ${D\to\pi}$ and ${D\to\bar{K}}$ scalar form factors are simultaneously well described. The scalar form factors for $D\to\eta$, $D_s\to \bar{K}$ and $D_s\to \eta$ transitions are predicted in their whole kinematical regions. Using our fitting parameters, we also extract the following Cabibbo-Kobayashi-Maskawa elements: $|V_{cd}|=0.243(_{-12}^{+11})_{\rm sta.}({3})_{\rm sys.}(3)_{\rm exp.}$ and $|V_{cs}|=0.950(_{-40}^{+39})_{\rm sta.}(1)_{\rm sys.}(7)_{\rm exp.}$. The approach used in this work can be straightforwardly extended to the semileptonic $B$ decays.Comment: 7 pages, 3 figures, 3 tables. XVII International Conference on Hadron Spectroscopy and Structure - Hadron2017, University of Salamanca, Salamanca, Spai

Femtoscopic signatures of the lightest S-wave scalar open-charm mesons

The authors would like to thank Otón Vázquez Doce for valuable discussions. This work was supported by the Spanish Ministerio de Ciencia e Innovación (MICINN) under Contracts No. PID2020–112777 GB-I00 and No. PID2020–114767 GB-I00, by Generalitat Valenciana under Contract No. PROMETEO/2020/023 and Junta de Andalucía Grant No. FQM-225. This project has received funding from the European Union Horizon 2020 research and innovation program under the program H2020-INFRAIA-2018-1, Grant Agreement No. 824093 of the STRONG-2020 project. M. A. is supported through Generalitat Valenciana (GVA) Grant No. CIDEGENT/2020/002 and thanks the warm support of ACVJLI.We predict femtoscopy correlation functions for S-wave D(s)ϕ pairs of lightest pseudoscalar open-charm mesons and Goldstone bosons from next-to-leading-order unitarized heavy-meson chiral perturbation theory amplitudes. The effect of the two-state structure around 2300 MeV can be clearly seen in the (S,I)=(0,1/2) Dπ, Dη, and Ds¯K correlation functions, while in the scalar-strange (1,0) sector, the D∗s0(2317)± state lying below the DK threshold produces a depletion of the correlation function near threshold. These exotic states owe their existence to the nonperturbative dynamics of Goldstone-boson scattering off D(s). The predicted correlation functions could be experimentally measured and will shed light into the hadron spectrum, confirming that it should be viewed as more than a collection of quark model states.ACVJLIGeneralitat Valenciana PROMETEO/2020/023 GVAMinisterio de Ciencia e Innovación PID2020–112777 GB-I00, PID2020–114767 GB-I00 MICINNHorizon 2020 824093, CIDEGENT/2020/002, H2020-INFRAIA-2018-1Junta de Andalucía FQM-22

Evolution and recent developments of Spanish wine sector, 1950-2008

Since the 1980s the traditional European winegrowing regions have been carrying out deep changes in response to the onslaught of winegrowers in the New World. In recent years Spanish regions have been foremost in Europe in terms of change in areas turned over to wine production and distribution. This study analyses the main sequences of changes the Spanish wine industry has undergone: the evolution of consumption through the changes in consumer drinking habits; the leading role of exports in international markets; the spread of different types of marketing and business organization; the distribution in large and small sellers, and the main factors that have been involved in the chain of production and in the modernization of the wineries