Dynamic QoS Aware Route Optimization for Networks with Mobility Agents

A. Dev Pragad , Paul Pangalos , Vasilis Friderikos , and A. Hamid Aghvami

Centre for Telecommunications Research Kings College London, London, UK WC2B 5RL Email: { dev.p.audsin, paul.pangalos, vasilis.friderikos, hamid.aghvami}@kcl.ac.uk

AbstractTo minimize the large handover delays associated with Mobile IPv6 numerous micro-mobility protocols were proposed. In this paper, we consider the Mobility Agent (MA) based family of micro-mobility protocols such as Hierarchical Mobile IPv6 and Proxy Mobile IPv6 and focus on the issue of the bottlenecks that MAs can lead up to under high network load. We propose a Dynamic QoS aware Route Optimization with the aim of reducing the bottlenecks around MAs. We exploit the fact that not all classes of IP trafc require low handover latency support; for example, P2P trafc, web browsing, etc. do not require high QoS and are delay tolerant. Hence, such trafc classes can be forced to establish a direct connection with the CN and the routing policies at edge routers can ensure these trafc classes bypass the MA. The number of trafc classes that are to bypass the MA increases dynamically according to the congestion of the network. Results show that by implementing the dynamic route optimization the network utilization increases and the average packet delay in the network are reduced. Index TermsMicro-Mobility, Mobility Anchor Points, Local Mobility Anchors, Hierarchical Mobile IPv6, Route Optimization

I. I NTRODUCTION Mobility Agent (MA) based micro-mobility schemes such as Hierarchical Mobile IPv6 (HMIPv6) [1] and Network based Localised Mobility Management (NetLMM) [2], amongst others, have become prominent due to their interoperability with normal wireless access networks without the need of additional modications such as installation of per host based routing entries. In the agent based micro mobility solutions, each access network has at least one MA. When a Mobile Node (MN) enters into this access network it registers itself with the MA using its Local Care of Address (LCoA). The CNs and the HA have the MA registered address of the MN, the Regional Care of Address (RCoA) and send all packets to the MA with the RCoA. The MA in turn forwards / tunnels the packets to the MN with the LCoA. When the MN changes its wireless IP point of attachment within the current access network, it sends a binding update to the MA with its new LCoA address. In this manner there is no need for the signalling to leave the access network. The NetLMM micro-mobility solution is similar to HMIPv6 but the Access Router (AR) in a NetLMM domain dened as the Mobile Access Gateway (MAG) performs the binding update for the MN; hence, the MN is not required to contain the mobility protocol stack and the protocol is MN independent. In implementing the MA micro mobility solution such as HMIPv6 and NetLMM, the large handover delays present in MobileIPv6 [3] are reduced which is the primary objective of micro mobility protocols. Nevertheless, in such an architecture as shown in [4] the presence of MAs may reduce the capacity of the access network and increase the congestion. The location and the number of MAs have a direct impact

on the loss in network capacity and congestion. The main cause of this congestion is the presence of bottlenecks in the network caused by the MAs. Since all packets both uplink and downlink traverse through the MAs, the links around the MAs are highly utilized compared to the normal router which may be under utilized especially in the case of mesh network where multiple path between AR and gateways exists. To reduce this bottleneck resulting from all the trafc in the network having to go through selected number of MAs, the Dynamic QoS aware Route Optimization (DRO) scheme is proposed. By exploiting the elastic and delay tolerant nature of non-real time trafc, the DRO aims to reduce the amount of trafc that goes through the MA. By limiting the trafc classes from using the MAs based on their QoS requirements and together with policy based routing we show that the network utilization and capacity can be improved. The rest of the paper is organized as follows: section II gives the problem description and motivation; in section III the dynamic QoS aware route optimization is described in detail. Section IV provides a MCFP based analytical model of the network to study the performance of the proposed mechanisms. The results are provided in section V followed by the conclusions in section VI. II. P ROBLEM D ESCRIPTION AND M OTIVATION The future access networks are expected to support a variety of data trafc at very high speeds leading to high trafc load at the backhaul networks. To support such high speeds it is necessary for the cell size to become smaller thus, increasing the handover frequency. MA based micro-mobility (such as HMIPv6 or PMIPv6/NetLMM) aim to address the issue of handover latency. However, under high trafc load the MA based micro-mobility solution can have severe problems of congestion. The MAs can become the source of bottleneck in the network as all trafc (both high and low QoS requirement trafc) within the network have to ow through these selected few nodes. The presence of MA also creates under utilized paths within the network that are disjoint from the path MA is located and preventing the usage of these paths reduces the capacity of the access network [4]. Figure 1 shows the effect MAs can have within an access network. The primary objective of MA micro-mobility protocol is to localize the handover signalling hence, provide high QoS during handover by minimising the handover disruption time. However, not all classes of trafc require such high level of QoS especially during handover. In [5], the average handover delay of MIPv6 is given as 3603ms, while optimizing certain features the delay can be reduced to 936ms. A web browsing session will not be affected by couple of seconds of disruption

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Fig. 1.

Non-Optimal Routing in MA HMIPv6 Networks. Fig. 2. The QoS based Route Optimization.

and can hence establish a connection directly with the destination (CN) bypassing the MA. Instead of each MN having a static binding update with the MA and all its trafc owing through the MA, we propose to assign a MNs session based on its QoS requirements and delay sensitivity to either use the MA or bypass the MA. For example, the expedited forwarding class of DiffServ [6] which requires the highest QoS priority can utilize the MA to minimize its handover delays while the best effort or even lower assured forwarding classes can have direct connection with the CN (thus, bypassing the MA) without any tangible degradation for that application. With trafc such as P2P on the increase (estimated 70% [7]) and the future wireless networks supporting real time applications such as VoIP, IP TV, streaming amongst others, it is important to consider the effect these trafc demands might have on the network. In [8] an adaptive route optimization for HMIPv6 networks was proposed based on the session to mobility ratio of a MN where MNs with session to mobility ratio crossing a particular threshold have to send a binding update directly to the HA or the CN. Hence, minimizing the tunneling overhead and reducing the processing cost at the MA. The MN has a binding update with either the MA or the HA/CN based on the session to mobility ratio but doesnt consider the fact that not all trafc classes require low handover latency support. For a VoIP session even infrequent but high latency handover will affect the QoS considerably, while for a web browsing session high handover latency at regular intervals will not affect considerably the perceived QoS. This forms the basic motivation for this work. This paper proposes a Dynamic QoS aware Route Optimization that exploits the fact that delay tolerant trafc does not require advanced mobility support and can hence, where possible is routed directly to the destination bypassing the MA. By using this mechanism we show that the network congestion can be reduced and the network utilization can be improved signicantly. III. DYNAMIC Q O S AWARE ROUTE O PTIMIZATION The aim of DRO is to mange the different types of trafc within an access network according their QoS requirements by either allowing them to use the MA or to bypass the MA and establish direct connection with destination according to the network condition. DRO aims to improve the utilization and efciency of networks and ensure that better QoS is available for premium and real time trafc. It should be noted that the conventional MA micro-mobility functionalities of the MN will remain same. Each MN will have to register with a local MA and obtain a RCoA which will be stored at the HA for any CNs that desire to contact the MN through the HA.

DRO is implemented mainly for MN initiated session where the destination (CN) is known. Hence, the HA will always have a single RCoA address of the MN through which the MN will be accessible and when the RCoA changes, the HA has to be updated with the new RCoA. Instead of allowing all of the MN trafc to use MA as in conventional micromobility solutions which are highly static, we propose to exploit the delay tolerant trafc and route them directly to the destination. Most, if not all non-real time trafc sessions are expected to be MN initiated / requested; hence, DRO can be used to considerably improve the network performance. For incoming sessions, DRO can be used but might require additional signalling to establish a direct connection between the CN and the MN and thus bypassing the MA. The main aspects of DRO are, to dynamically classify the trafc that are to bypass the MA based on the network congestion and in ensuring the sessions that do not use MA are routed accordingly to bypass the MA using source routing or policy based routing. A. DRO Concept The DROs objective is to improve the performance of the network by allowing trafc that dont require low handover latency support to have a direct connection with the destination (CN); hence, allowing such trafc to bypass the MA, where alternate routes are available. This will reduce the processing and tunneling cost at the MA and improve the network capacity resulting in greater ows of trafc with strict QoS requirements in using the MA for low handover latency support. In order for this to happen the MN and the network must know which trafc classes are allowed to use MA and which trafc classes are to have direct binding with the destination. This involves classifying the trafc to either use the MA or bypass the MA to establish direction link with the CN. This requires the participation of the MN in protocols such as HMIPv6, while for protocols such as NetLMM, the AR/MAG can take this decision. The MA will have the responsibility of informing the MN in HMIPv6 or the AR/MAG in NetLMM, regarding which classes are allowed to use the MA and sessions belonging to which classes have to connect directly with the CN. When a MN enters a MA domain, it receives the router advertisement which includes the information regarding the MA. Along with this information, the classes of trafc allowed to use the MA is also transmitted for a MN assisted mechanism like HMIPv6. The scenario is much simpler for NetLMM where the MN does not need to know this information. The information is kept within the network at the AR/MAG. As

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long as the AR/MAG knows which classes of trafc are allowed to use the MA and which trafc classes should establish connection directly with the HA/CN, the DRO can be implemented in the network. B. Dynamic Selection of Non-MA Trafc Classes We provide a method to classify the trafc that are allowed to use the MA and those that bypass the MA. Under high network load, we want as much data trafc as possible to bypass the MA and use alternate paths thus, making resources available for premium trafc. If the network can support N = |N | classes of trafc and K = |K| be the number of delay tolerant classes; then there are N K classes that require strict MA support at all times (N and K represent the respective set of trafc classes). Let M (0, K) be the number of trafc classes that are dynamically selected to bypass the MA and establish direct connection with the CN and let M be the set of such classes. By making the value of M dependent on the congestion of the network, we dynamically allocate the classes that have to bypass the MA. It should be kept in mind that using the MA provides the best handover latency however, in the interest of network performance and providing QoS for real time trafc, we allow non-real time and delay tolerant trafc to bypass the MA. When the congestion is at its minimum the value of M is zero and increases monotonically with congestion as shown in Figure 3(b). The trafc classes have to be ordered such that Class 1 in Figure 3(a) is the highest QoS class while Class N is the trafc class with least QoS requirements. The value of M indicates how many classes out of the K potential classes are not to use the MA. The value of M starts with the least QoS classes and as the congestion increases higher QoS classes are also made to bypass the MA. We propose three types of dynamic trafc classication based on the network congestion, namely, linear M, sigmoidal M and an inverse-exponential (Inv-Exp) M based classication. Let the network congestion (due to MAs) be represented by (0, 1) and the utilization of the network is at its maximum when = 1 and minimum when = 0. Information on network congestion can be obtained from Bandwidth Broker in DiffServ architecture or other resource managers. We dene the linear M trafc classication as increasing linearly with the congestion in the network and is given as, M =K (1) Similarly, the sigmoidal M based trafc classication increases with the network congestion according to the given equation, K M= (2) 1 exp((2 1)) where, is a system parameter which can be used to control the slope of the curve to change rate at which the value of M increases with respect to the congestion . Finally, the inverse exponential M trafc classication is given according to the following equation, M = K (1 exp(.)) (3) where, similar to is used to control the slope of the curve which affects the rate at which the value of M increases. The graphical representation of the trafc classication curves are given in Figure 3(b). The value of M has to be rounded to obtain the integer number of classes that are allocated to use MA or bypass MAs to establish direct connection with CN.

Linear M Sigmoidal M Inv Exp M 0.2 0.4 0.6 0.8 Network Congestion () 1

0 0

(a) Dynamic trafc class to (b) M {0, K} as a function of mobility protocol mapping. Congestion (K = 8). Fig. 3. The DRO Dynamic Class to Binding Update Mapping.

To prevent the value of M oscillating the MA can implement a mechanism whereby the value of M is allowed to change in one direction but cannot increase and decrease within a small period of time. The time period can be selected based on the characteristics of the trafc in the network. The sessions that already use the MA will not be affected and the new trafc class allocation will be applied to the new sessions only. C. Routing Policy to bypass MA It is possible that even though a packet is not destined to the MA, it may still be routed through the MA. For the M classes of trafc to bypass the MA and use other paths where available, we propose to use policy based routing [9] and/or source routing. These two mechanisms will allow the gateway or the AR/MAG to route the packets over a particular path. Policy based routing is used to control the trafc within a network. The routing policy for DRO is straight forward: the MA has to convey the information on the set of classes that are to bypass the MA (M) to the edge routers of the network namely, the gateway and the AR/MAG. When ever a packet enters a network through these edge routers, it is checked if it belongs to M set of classes. If not, then it is routed using the conventional routing entries and most likely it would be destined to the MA. If the packet belongs to the set of classes (M) then the routing policy should ensure that if alternate paths are available to bypass the MA and are not congested then the packet is sent over one of these paths. IV. A NALYTICAL M ODEL OF ACCESS N ETWORK To evaluate the improvement in network utilization and performance due to DRO we adopt the Maximum Concurrent Flow problem (MCFP). We follow the initial MCFP model for analyzing a network with MAs given in [4] and extend it to cover MA and non MA trafc and derive the M/M/1 queue based average packet delay within the network. We model the access network starting from the gateway to the ARs as a network with the gateway as the source and each AR as the destination. Each source and destination pair forms a commodity and is assigned a demand at the destination AR. The trafc demand at each AR is the aggregate demand from all MNs that are attached under that AR. A. MCFP problem denition The network is represented as an undirected graph G = (V, E) where V = {1, 2, ...., n} is the set of vertices consisting of n nodes and E is the set of edges linking the vertices. We dene Pe as the set of paths containing the edge e, for each edge e E and Pij the set of all paths that connect vertices i, j for each distinct pair of vertices i, j V . Let P be the

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overall set consisting of all non trivial paths in G. The capacity function of the network G is given by : E R+ , where R+ denotes the set of non negative real values. The demand function on G is dened as the function : V V R+ such that (i, j) = (j, i) and (i, i) = 0 for all i, j V . The demand function denotes the demand of ows between two distinct vertices i and j V . In out case, i would be the gateway and j the AR, for all other pairs of (i, j) the demand would be zero as the demand can originate from the AR to which the MNs are connected. The objective of the MCFP is to compute the minimum congestion such that there is a feasible ow with demand (i, j) for (i, j) V and capacities .(e). In other words, the objective of MCFP is to provide the maximum possible ows to satisfy the demands requested at each AR at the same time minimizing the network congestion. More detailed information and denitions are given in [4], [10]. Where, represents the maximum congestion in the network and is dened as, = maxeE (e). The notation (e) denotes the congestion in an edge e E, (e) = (e) (e) (4)

packet within the network. Using Klienrocks Independence Approximation [11], [12], each link / edge of the network can be modeled as an M/M/1 queue. Hence, the average packet delay experienced by a packet traversing through this network is given by [11], T AP D = 1 (e) + (e)e (e) (e) (7)

e E

where represents the total demand in the network (equation 6) and e represents the transmission and propagation delay in link e E. From equation (4) we have (e) = (e).(e), and substituting it in the above equation (7) we obtain the following, T AP D = 1 (e) + 1 (e) (e)(e).e
e E

(8)

e E

Thus, the average packet delay can be obtained from the input ((e)) and output ((e)) values of the MCFP solution. V. N UMERICAL R ESULTS The dened Maximum Concurrent Flow Problem is solved using the MCFP algorithm given in [10], [4] for the two network topologies of 18 and 35 nodes (Figure 4). Without loss of generality, we assume that all the classes of trafc have the equal demand.

For a given set of demands if the network congestion becomes greater than one ( 1) implies that the network is highly congestion and has reached its maximum utilization. If, < 1 implies that the network can support more demand. Hence, the MCFP network congestion is a good parameter for comparing the proposed scheme. The analysis aim is to prove that network congestion () without DRO will be higher in comparison to with DRO. B. Trafc Demand Classication The MCFP should recognize the trafc demand originating from an AR as MA based trafc and non MA trafc. The MA trafc destined for the AR (hence, the MN) should be routed to the AR through the MA, while the non MA trafc destined for the same AR is routed directly from the gateway to the AR. Therefore, the MA and non MA trafc demand is considered as two virtual commodities. Hence, the demand from an AR can be further decomposed into two: MA ({N M}) and non MA trafc demands (M) and are dened as, (i, j) =
mM

(a) Network with 18 nodes. Fig. 4.

(b) Network with 35 nodes.

Network Topologies used in the Algorithm.

m (i, j) +
k{N M}

k (i, j)

(5)

Where M represents the dynamic set of classes that bypass the MA. As the congestion increase the value of M would increase resulting in more classes in M. Hence the demand m of non MA trafc from AR j is mM (i, j). The set N M represent the set of classes that use MA for micromobility and their demand from AR j is k{N M} k (i, j). The total demand in the network across all ARs and from both MA and non MA trafc is given as, =
(i,j)V

mM

m (i, j) +
k{N M}

k (i, j)

(6)

C. Delay Model in Access Network To model the average packet delay in the network we employ the principles from queueing theory. Under the assumption that the packet arrival rate is exponential and follows a Poisson distribution we obtain a relationship between the MCFP Congestion and the average delay experienced by the

Figure 5(a) and 5(c) shows the MCFP network congestion () Vs the Trafc Demand of network with 18 Nodes for no Route Optimization (RO), DRO Linear M and DRO (Sigmoidal M and DRO Inv-Exp M. For low network demand the network congestion is the same for no RO and the three DROs schemes. This is due to the network allowing all trafc to use the MA when congestion is very low in DRO. As the network load increases, the number of classes classied as MA bypassing increases resulting in lower congestion for DRO schemes in comparison with no RO. The sigmoidal DRO results in the least congestion with increase in network load as it is most sensitive to increase in congestion. As mentioned previously the operating point for a network is < 1, it can be seen that the network with no RO reaches this operating point for a lower load as compared to DROs and within DRO, the Inv-Exp performs the best. From equation (8) when a link congestion (e) 1 the packet delay in the network would increase drastically T AP D . This can be seen in Figure (5(b) and 5(d)) where the packet delay increases drastically for network load at which 1. Moreover, the packet delay for no RO is relatively larger in comparison with DRO schemes with the Inv-Exp DRO having least delay. From the results it is clear that having DRO schemes improves the utilization of the network and increases network capacity. The network load at which 1

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1.4 1.2 Network Congestion ( ) 1 0.8 0.6 0.4 0.2 0 0 No RO (M=0) Linear DRO Sigmoidal DRO Inv Exp DRO

10 Average Packet Delay ( sec )

1.4 No RO (M=0) Linear DRO Sigmoidal DRO Inv Exp DRO 1.2 Network Congestion ( ) 1 0.8 0.6 0.4 0.2 No RO (M=0) Linear DRO Sigmoidal DRO Inv Exp DRO

10 Average Packet Delay ( sec )

10

10

No RO (M=0) Linear DRO Sigmoidal DRO Inv Exp DRO

10

10

10

10

10 3 6 9 12 15 18 21 24 27 Traffic Demand per AR ( Mbps )

10 3 6 9 12 15 18 21 24 27 Traffic Demand per AR ( Mbps ) 0 0 3 6 9 12 15 18 21 24 27 Traffic Demand per AR ( Mbps )

3 6 9 12 15 18 21 24 27 Traffic Demand per AR ( Mbps )

(a) Network Congestion (One MA).

(b) Packet Delay (One MA).

(c) Network Congestion (Two MAs).

(d) Packet Delay (Two MAs).

Fig. 5. MCFP Network Congestion Vs Trafc Demand per AR (i, j) (Mbps) under No RO, Linear (M) DRO and Sigmoidal(M) DRO and Inverse Exponential (Inv-Exp M) DRO; (N=14; K=12); for the scenario of one MA at node 6 and two MAs at node 5 and 7 for the 18 node network.
1.8 1.6 Network Congestion ( ) 1.4 1.2 1 0.8 0.6 0.4 0.2 0 0 5 10 15 Traffic Demand per AR ( Mbps )
10
4

10 Average Packet Delay ( sec )

1.4 No RO (M=0) Linear DRO Sigmoidal DRO Inv Exp DRO 1.2 Network Congestion ( ) 1 0.8 0.6 0.4 0.2 0 0 No RO (M=0) Linear DRO Sigmoidal DRO Inv Exp DRO

10 Average Packet Delay ( sec )

No RO (M=0) Linear DRO Sigmoidal DRO Inv Exp DRO

10

10

No RO (M=0) Linear DRO Sigmoidal DRO Inv Exp DRO

10

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5 10 15 Traffic Demand per AR ( Mbps )

5 10 15 Traffic Demand per AR ( Mbps )

10

5 10 15 Traffic Demand per AR ( Mbps )

(a) Network Congestion (One MA).

(b) Packet Delay (One MA).

(c) Network Congestion (Two MAs).

(d) Packet Delay (Two MAs).

Fig. 6. MCFP Network Congestion Vs Trafc Demand per AR (i, j) (Mbps) under No RO, Linear (M) DRO and Sigmoidal(M) DRO and Inverse Exponential (Inv-Exp M) DRO; (N=14; K=12); for the scenario of one and two MAs for the 35 node network.

be dened as the capacity of the network, then improvement in network utilization/capacity of the 18 node network for single MA are: the Linear, Sigmoidal and Inv-Exp DRO have 10%, 17.5% and 22.5% improvement respectively over no RO and for the two MAs, the improvements are: 11%, 15% and 20% respectively over no RO. The 35 node network results (Figure 6) also has a similar inference, with the improvements in network utilization/capacity for single MA being 19%, 21% and 26% respectively and for two MAs, the improvements are, 7%, 8.5% and 17% respectively for the Linear, Sigmoidal and Inv-Exp DRO respectively over no RO. VI. C ONCLUSIONS In this paper we proposed the Dynamic QoS aware Route Optimization to minimize the congestion caused by MAs. The DRO dynamically classies the trafc classes based on the network congestion to decide on the classes that can use the MA and the ones that are to establish a direct connection with the CN bypassing the MA. Allowing delay tolerant trafc to bypass the MA makes resources available for real time and QoS trafc. Using MCFP we modeled the network and investigate the performance (the MCFP network congestion and the average packet delay) of the proposed mechanism. The results show improved network performance and utilization and increased network capacity when DRO was deployed in comparison to when no RO was implemented. Future work involves deriving optimal routing policies to achieve the MCFP network congestion values obtained in this paper.

ACKNOWLEDGMENT The work reported in this paper has formed part of the Ubiquitous Services Core Research Programme of the Virtual Centre of Excellence in Mobile & Personal Communications, Mobile VCE, www.mobilevce.com. This research has been funded by the Industrial Companies who are Members of Mobile VCE, with additional nancial support from the UK Governments Technology Strategy Board (previously DTI). Fully detailed technical reports on this research are available to Industrial Members of Mobile VCE R EFERENCES
[1] H. Soliman, C. Castelluccia, and L. B. K. El Malk and, RFC 4140: Hierarchical Mobile IPv6 Mobility Management (HMIPv6), August 2005. [2] J. Kempf, RFC 4831: Goals for Network-Based Localized Mobility Management (NETLMM), April 2007. [3] D. Johnson, C. Perkins, and J. Arkko, RFC 3775: Mobility Support in IPv6, June 2004. [4] A. D. Pragad, V. Friderikos, P. Pangalos, and A. H. Aghvami, The Impact of Mobility Agent based Micro-Mobility on the Capacity of Wireless Access Networks, in Proceedings of Globecom, Nov 2007. [5] G. Xie, J. Chen, H. Zheng, J. Yang, and Y. Zhang, Handover Latency of MIPv6 Implementation in Linux, in Proceedings of Globecom, Nov 2007. [6] S. Blake, D. Black, M. Carlson, E. Davies, Z. Wang, and W. Weiss, RFC 2475: An Architecture for Differentiated Service, December 1998. [7] Cisco, Managing Peer-To-Peer Trafc With Cisco Service Control Technology, White Paper. [8] S. Pack, X. Shen, J. Mark, and J. Pan, Adaptive Route Optimization in Hierarchical Mobile IPv6 Networks, IEEE Transactions on Mobile Computing, vol. 6, no. 8, August 2007. [9] Cicso, Policy-Based Routing, White Paper. [10] T. Leighton, F. Makedon, S. Plotkin, C. Stein, E. Tardos, and S. Tragoudas, Fast approximation algorithms for multicommodity ow problems, Journal of Computer and System Sciences, vol. 50, pp. 228 243, 1995. [11] D. Bertsekas and R. Gallager, Data Networks. Prentice hall. [12] L. Kleinrock, Communicartion Nets: Stochastic Message Flow and Delay. Dover Publications, 1964.

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