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Automotive
TELEMATICS
An Introduction into the Technical Aspects
of Automotive Telematics with
Reference to Business Model and User Needs
Axel Fuchs
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Automotive Telematics
Axel Fuchs
MOTOROLA
Society of Automotive Engineers, Inc.
Warrendale, Pa.
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or
transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or
otherwise, without the prior written permission of SAE.
SAE Permissions
400 Commonwealth Drive
Warrendale, PA 15096-0001 USA
E-mail: permissions@sae.org
Fax: 724-772-4028
Tel: 724-772-4891
ISBN 0-7680-0976-6
Contents
Executive Summary . .....v
Chapter 1 Introduction 1
Chapter 2 Value Chain and Business Model ....5
Chapter 3 Telematics System View.......... 13
End-to-End System.. 13
In-Vehicle System 15
Back-End Infrastructure 21
Chapter 4 Enabling Technologies 25
Positioning and Location Technologies 25
Telematics Services Delivery Technologies 29
Networking and Protocols 39
Vehicle Communications 43
Audio and Speech Processing 44
Distributed Computing 46
Chapter 5 Services and Applications 49
Communications 49
Convenience 53
Floating Car Data (FCD) 58
Customer Relationship Management (CRM) 59
Product Feedback 62
Productivity–Asset Status Update 62
Infotainment 64
Safety and Security 65
Chapter 6 Telematics Products.... 69
Broadcast Systems 69
Two-Way Communications Systems 72
Safety and Security Systems 74
Fleet Management Systems 77
Connected Infotainment Systems 79
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Acknowledgments 93
References 95
List of Acronyms......... 101
About the Author 107
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Executive Summary
Since 1921, the automotive industry has developed technology to meet the
needs for combining mobility with communications. In the 1930s, a car
radio was enough to entertain people on the road, but in today's fast
economy, approximately 69% of cellular phone calls are placed from cars.
Tomorrow, a host of new voice- and data-communication-based services will
be offered in the automobile to meet growing communication needs. It is
very important to understand the value that each telematics service can
provide for the consumer, the commercial user, the service provider, and the
automaker. The consumer is primarily interested in safety, convenience, and
entertainment, whereas the commercial user is focused on productivity and
asset protection. The vehicle manufacturer is working to enhance its reach to
customers, as well as to enhance diagnostics abilities and maintenance feed-
back from deployed vehicles. The service provider wants to build a relation-
ship with the consumer and generate additional content. To provide these
services, a complex value chain is needed, consisting of content providers,
device manufacturers, application developers, system integrators, network
operators, service providers, and vehicle manufacturers.
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Telematics products fall into the categories of broadcast systems and con-
nected systems. Autonomous systems that provide content to the vehicle
through packaged data, such as DVD, CD, flash-memory, or hard drives, are
not considered in this category because they do not require a connection to a
service center or other source of information through a communication link.
Broadcast systems can receive content through a broadcast channel but
cannot initiate a connection to a service center. Typical products in the
broadcast systems category are digital music broadcast receivers and
enhanced autonomous navigation systems, which use up-to-date traffic infor-
mation broadcast to improve the value of route guidance. Connected sys-
tems provide two-way voice and data communication. This category
includes hands-free integrated phones, safety and security products, fleet
management systems, and infotainment systems. Connected telematics
systems allow the telematics service provider to offer highly customized
services with real-time interactive responses to consumers and commercial
users.
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Chapter 1
Introduction
Telematics technology is used across many fields. For example, fixed telem-
etry devices such as water and gas consumption meters may process data and
wirelessly transmit consumption information to a billing office, while remote
sensors (e.g., weather stations or traffic sensors) wirelessly transmit their
information to a central control center.
During the 1980s and 1990s, global research drove telematics closer to
products. In December 1984, the European Parliament sponsored back-
ground studies about current and future developments in informatics and
telecommunications in order to investigate their potential application for
road and vehicle safety. The European DRIVE (Dedicated Road Infrastruc-
ture for Vehicle Safety in Europe) telematics research program started in
June 1988, and between 1989 and 1992, 72 research projects were con-
ducted. The new global positioning system (GPS) and global system for
mobile communication (GSM) technologies became the main drivers for
innovation [3]. The European research programs continued through 1998
under the Fourth European Community (EC) Research and Development
Framework Program. In 1991, the European Road Transport Telematics
Implementation Coordination (ERTICO) was established as a public/private
partnership for Intelligent Transportation Systems (ITS) in Europe. Today, it
facilitates telematics research and development activities in Europe [4].
In the United States, although most of the smart highway and intelligent
vehicle technologies first were suggested in the 1960s, the Intelligent Vehicle
Highway Systems (IVHS) research did not begin to gain momentum until the
Intermodal Surface Transportation Efficiency Act (ISTEA) was passed by
Congress in 1991 [5]. IVHS developed a range of smart car and smart high-
way technologies to improve the safety, efficiency, and environmental friendli-
ness of the highway system. Advanced traveler information systems (ATIS)
focused on the development and field testing of telematics services such as
dynamic route guidance systems (DRGS) or emergency call services.
Examples of these field trials are the ADVANCE program in the Chicago area
and the Travtek program in Florida, which both provided dynamic route
guidance to a variety of vehicles [6, 7]. In 1994, the IVHS program was
renamed the Intelligent Transportation Systems (ITS) program. ITS America is
a public/private partnership with more than 750 members from federal, state,
and local governments, private industry, major universities and research insti-
tutions, and related transportation associations [8]. Today, the Society of
Automotive Engineers (SAE International) and ITS America facilitate research
and development of telematics technologies in the United States.
In Japan, the Vehicle, Road, and Traffic Intelligence Society (VERTIS) was
launched in January 1994, in response to the developments in Europe and
North America [9].
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Market research firms predict that the world telematics market will grow
exponentially in the next decade. Today, approximately 69% of mobile
phone calls are placed from cars, according to a personal wireless communi-
cations user survey conducted by IDC in 2000. By 2006, recurring annual
service revenues for satellite-based digital audio radio systems (SDARS) are
projected to exceed $4 billion, according to an Allied Business Intelligence
(ABI) study, "The Digital Car: A Strategic View of Global In-Vehicle Com-
munications Technologies and Next-Generation Telematics Systems."
According to ARC Group's "Automotive and Freight Telematics" strategic
report, the world market for in-vehicle telematics systems will grow from the
current total of 3 million units in 2001 to more than 50 million units by 2005.
Strategy Analytics forecasts that by the end of 2007, the market for telematics
terminals across North America, Western Europe, and Japan will be worth
approximately $20 billion, rising from $5 billion at the end of 2000.
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Chapter 2
The telematics business model ultimately drives the services, the use
cases, the feature set, and the end-to-end systems design. Therefore, it is
important to understand who participates in the business model for what use
case, as well as the needs of each system user. The system users are the
consumer, the commercial user, the vehicle manufacturer, and the service
provider. Figure 2.1 shows the main utility areas where the value chain can
provide services to fulfill users' needs.
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the customer to the service products and steadily increase the average
revenue per user. The system must allow the service provider to
automate the customer interaction and to collect data to personalize
the services.
• The ability to create content from the in-vehicle systems. The in-
vehicle systems can provide valuable information about the vehicle
environment through the floating car data (FCD) approach. This can
help the content providers to obtain more timely and accurate traffic
flow information, weather information, and other information about
the environment.
• The ability to use field feedback to improve the vehicle. The vehicle
manufacturer wants to use telematics to diagnose the vehicle, to
prevent failures, to optimize maintenance, and to learn about
weaknesses in an effort to improve successor products.
All of these users interact with the system, but the consumer and the com-
mercial user ultimately pay for the services. The service provider and the
vehicle manufacturer either generate revenue or save operating cost.
Consumers or commercial users determine if the offered solution will fit their
needs, based on the perceived value. They estimate the value of the service
and compare it to the cost of the device and the service. The perceived
value of the offered services must exceed an initial or ongoing investment. If
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this perceived value appears to be higher than the cost, the users are likely to
adopt the service. After their needs are articulated clearly, consumers or
commercial users may use the following equation to calculate the perceived
value of a telematics solution:
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The perceived value equation also indicates how a telematics system should
be designed to provide maximum value. To accomplish this, system design-
ers should do the following:
• Design the system with a high degree of reliability. If the system does
not work in an emergency situation, the consumer probably will lose
trust in the offering. This guideline includes all elements of the value
chain–from hardware components and software building blocks to the
quality of content and the availability of the communication network.
• Place most of the emphasis on the user interface. If the service is
difficult or unsafe to use, the consumer probably will not use certain
features, thereby immediately reducing the potential average revenue
per user.
• Utilize unique features. If the user can obtain the same features with
alternative means at a much lower price, he or she will not use the
service. For instance, each navigation application must be compared
to the paper-based instructions, which the user can download from the
Internet for free.
• Optimize the degree of customization. At minimum, the services
should be tied to a specific time and location. In addition, the system
either must support the consumer in entering his or her profile or
deduce the user's preferences through machine learning intelligence.
• Be sensitive to privacy issues. The consumer is very concerned about
disclosing his or her whereabouts and driving habits to third parties.
• Attract the user with an appealing in-vehicle device. If telematics is
an optional offering, the product must have some appeal to the user
beyond pure utility. This can be achieved with good styling, sound
quality, fashionable features, and a good image.
Another important parameter in the user's decision to buy will be the pricing
model for the telematics in-vehicle device and the service utilization. Typi-
cally, the overall solution will be priced with four or fewer components:
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The service provider may offer various service plans, which could include a
subsidy of the in-vehicle unit if the user subscribes to the service for a certain
amount of time. This model has been used in the wireless communication
industry for quite a while and has led to more than 20% discount of the
device cost. Other service plans may include certain per-use transactions for
a higher monthly fee. Typically, service providers include high-value ser-
vices with low-usage frequency and services for which the user has a low
willingness to pay for in his or her basic monthly subscription package.
Vehicle manufacturers typically include their customer relationship manage-
ment (CRM) services for free as part of their warranty packages. Further-
more, insurance companies can provide discounts if users are willing to
provide information about their driving habits through telematics services.
The telematics value chain, which is depicted in Figure 2.2 with its aggregation
and integration levels, consists of two channels. One channel delivers factory-
installed products, and the other channel delivers products into the aftermar-
ket. Each channel addresses the consumer's and commercial user's needs and
involves several players, including distributors, vehicle manufacturers, service
providers, device suppliers, communication providers, and enabling technol-
ogy providers for hardware, software, and applications. The success of the
business model will depend on the average revenue per user (ARPU), which
the value chain can extract from the consumer or a commercial user.
Distribution channels are the outlets that the consumer or commercial user
utilizes to buy telematics equipment and services. Typically, these channels
include car dealers, telecommunication outlets, consumer electronics stores,
and e-commerce sites on the Internet.
Vehicle manufacturers own the automotive customer and select their device
suppliers and service providers for their factory and dealer-installed products
and services.
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Content providers offer access to content for the mobile user. The content
provider also may use feedback from the vehicle to improve the quality of
the content (e.g., floating car data [FCD]).
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System integrators help to define the end-to-end system and to integrate the
in-vehicle devices with the back-end and other in-vehicle systems. They also
update and maintain the system.
The in-vehicle device suppliers design, build, and integrate the in-vehicle
devices for either the vehicle manufacturers or the service providers.
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Chapter 3
End-to-End System
Figure 3.1 depicts the end-to-end automotive telematics system, which consists
of an in-vehicle system and an infrastructure outside the vehicle, which is
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The consumer or the commercial user operates the system via user interfaces
at the consumer device, the telematics driver interface, or via the user inter-
face provided by the vehicle (e.g., dashboard, steering controls). The
telematics driver interface may include tactile input, visual output via a
display, or audible input and output via voice commands and voice prompts.
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The service center also collects call records, which are used to bill customers
for services. The service center consists of several computers used for various
tasks, such as operator workstations, communication management servers,
application servers, and customer relationship management (CRM) and data-
base servers. The data portal also may be co-hosted within the service center.
A CSR has access to voice communications and back-end applications, which
allow the CSR to interact with the consumer or the commercial user.
The data portal aggregates content from content servers, such as mapping data,
traffic information, news, and business information. It also hosts the back-end
applications that deliver the services to the in-vehicle telematics system.
In-Vehicle System
Depending on the application and the degree of integration, there are many
possible solutions for an in-vehicle telematics system, which may use the
combined capabilities of a consumer device, an integrated telematics control
unit (TCU), and a head unit (HU).
Figure 3.2 shows the various levels of integration over three main application
areas: communications, location-based services, and infotainment. The
integration can vary from almost no integration with the vehicle (e.g., por-
table device with zero installation), to some integration with the vehicle (e.g.,
dealer-installed aftermarket device with limited access to vehicle resources),
to the fully integrated system with rich access to vehicle resources (e.g.,
installation at the assembly line of the vehicle manufacturer).
Today, many people use portable phones in their cars. Thus, several coun-
tries and states have issued legislation that allows cellular phones to be used
only with hands-free operation. This may require some integration with the
vehicle, through either aftermarket car kits or a telematics control unit (TCU)
that allows integration with a portable phone or has an integrated transceiver.
Also, the TCU is connected to the vehicle electronics to provide access to
power, antennas, and the audio system.
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In addition to vertical integration with the vehicle electronics, the devices for
various application areas can be combined into one device or connected via
wired or wireless networks.
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Capabilities are the technological building blocks that are required to deliver
telematics services. They are embodied both in software applications and in
hardware building blocks. The following telematics capabilities are required.
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Wireless local area network (WLAN) links exchange information with the
infrastructure at "hot spots," such as car dealerships, gasoline service stations,
the office, the home, and toll stations. For this link, technologies such as
IEEE 802.11b, IEEE 802.11a, and Dedicated Short-Range Communication
(DSRC) are being applied. Finally, consumer devices such as portable
phones or personal digital assistants (PDA) are linked to the telematics con-
trol unit (TCU) using wireless personal area networks (WPAN).
The telematics in-vehicle system also must provide support for the protocols,
which are the mechanisms to exchange information with the service center
and the data portal. There are specific telematics communication protocols
that encode, package, transmit, receive, unpack, and decode data for
telematics services. In addition, many infotainment applications use standard
Internet protocol-based communication services.
User Interface
The user interaction capability provides the tactile, visual, and audible access
to applications and services. Many applications, such as route guidance,
require a multimodal user interface that allows simultaneous interaction with
tactile, visual, or audio interfaces.
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The audible user interface and voice recognition allow users to interact with
the system by using certain command words and thus not take their eyes off
the road. Depending on the computing power and memory available, con-
tinuous or discrete recognition may be achieved. Complex functions beyond
command and control also may be conceived.
The visual user interface provides the user with meaningful information
regarding a service in progress, such as telltale signs with light emitting
diodes (LED) or text and graphical display.
Vehicle Interface
The vehicle interface capability provides the mechanism for the in-vehicle
telematics system to communicate with other electronic components in the
vehicle through vehicle control buses, and to access discrete input and output
lines for signals from sensors, actuators, buttons, controls, and microphones
and speakers. Through the diagnostics link, a diagnostics tool can receive
and assimilate diagnostic data from the in-vehicle telematics system.
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Audio Management
The audio management capability allows the consumer to use a remote
microphone and speaker, to mute other audio sources when telematics
applications are active, and to route the audio information to the audio
system or speakers of the vehicle. In addition, it provides mechanisms to
process the audio signal for echo cancellation and noise reduction.
Positioning
The positioning capability provides position information to applications. It
either may use data from a global positioning system (GPS) receiver alone or
combine it with vehicle dead reckoning sensors to provide periodic updates
of time, geographical coordinates (i.e., latitude and longitude), speed, and
heading.
Application Computing
The application computing capability provides the framework for applica-
tions to execute and to terminate. It controls the priority handling, memory
allocation, and access to communication interfaces and other external
resources. It also may provide mechanisms for upgrading applications and
setting configuration parameters.
Power Management
The power management capability manages the power states for the in-
vehicle telematics system. It senses the availability of the power source (i.e.,
the alternator, the main vehicle battery, or an optional backup battery) and
activates subsystems and applications based on certain power modes.
Distribution of Capabilities
As stated previously, the capabilities needed for certain services also can be
distributed among several devices in the vehicle. For instance, a head unit
(HU) can be used to dial a number on a portable phone. The user interface
is built into the HU, but the system uses the communication link of the
portable phone. Figure 3.4 shows some possible distributions of in-vehicle
system capabilities.
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Back-End Infrastructure
The back-end infrastructure consists of the communication infrastructure, the
service center with its voice and data portals, and content providers.
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Figure 3.5 shows the two main functions of the service center: the voice
portal, and the data portal. The voice portal provides the classic call center
functionality, and the data portal delivers content directly to connected
devices.
The service center uses back-end applications (e.g., points of interest look-up,
directions) and vehicle information (e.g., position and vehicle identification,
consumer request messages) to improve the quality of the voice-based service
by allowing the customer service representative (CSR) to pull up customer-
specific information.
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The data portal provides access to content and applications. It consists of the
following building blocks:
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Chapter 4
Enabling Technologies
Dead Reckoning
The principle of dead reckoning navigation is a continuous measurement of
distance traveled and associated heading from a point of known origin. In
land-vehicle applications, a speed sensor and a directional sensor, which
determines when the vehicle is turning, are used to compute change in the
position of the vehicle. The speed sensor typically detects the wheel move-
ments of the vehicle. The directional sensor, such as a gyroscope, senses
heading changes. With bias and drift errors in these sensors, a resulting
position error accumulates over time. Combined with other absolute posi-
tioning mechanisms, the position error can be limited, and dead reckoning
can provide a highly dynamic position signal for a certain time, when no
other navigation fix is available.
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The code division multiple access (CDMA) standard committee (TR45.5) has
standardized advanced forward link trilateration (A-FLT), which is also a
time difference of arrival (TDOA) method. The time measurement in A-FLT
is simpler than in E-OTD because CDMA is a time-synchronized system.
The basic concept is to measure the time/phase delay between CDMA pilot
signal pairs. Each pair consists of the serving cell pilot and a neighboring cell
pilot. The phase difference is converted to range information. Finally, either
the mobile station (MS) or the base transceiver station (BTS) uses the range
data to form certain hyperbolic curves, at which an intersection defines the
MS position.
The Cell-ID positioning method identifies the cell that the mobile device
uses for a connection. The center of the mobile network host base trans-
ceiver station (BTS) cell area is used as the "location" of the caller. The
accuracy depends on the cell size–from 150 meters (492 feet) in an urban
"pico cell" to more than 30 kilometers (18.5 miles) in a rural environment.
Digital Maps
Digital maps are required to match a geographic position with a map loca-
tion (e.g., street, address). This process is called reverse geo-coding. Before
the 1980s, maps were put onto computer systems simply by scanning paper
maps and then creating raster maps. It became obvious that this method
allowed only limited computations on the content of these maps. Raster
maps were only pictures, revealing nothing about their content to a computer
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system. For that reason, the content of maps has to be structured into an
appropriate data model of the road network that provides the depth, accu-
racy, and coverage needed to enable turn-by-turn, door-to-door route guid-
ance. The model is using shape primitives of a vector map, where each
feature is then digitized and assigned to the appropriate class of the data
model. Additional information on the digitized geographic phenomenon is
captured in a variety of attributes, such as address locations, road names and
availability (e.g., time restriction, one-way streets), road dividers/barriers in
the roads, road sign information, turn restrictions, and points-of-interest (e.g.,
banks, gas stations, restaurants) [7].
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Bluetooth
Bluetooth initially was conceived as a secure and robust wireless replacement
for cables in predictable situations such as headsets for cellular phones, dial-
up networking for portable computers, or sharing of personal information
(e.g., addresses) among portable devices. It now migrates into the field of
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personal computer accessories, such as the printer and the mouse, and into
the automotive environment, such as integrating portable phones for hands-
free voice calls. In the near future, Bluetooth technology will allow vehicle
information to be shared with portable devices (e.g., calendars and phone
books) and devices located outside the vehicle (e.g., equipment for emission
testing, diagnostics). Members of the Bluetooth special interest group (SIG),
a group of technology companies, define the Bluetooth standard, which
includes both link layer and application layer definitions for product devel-
opers. Bluetooth supports data, voice, and content-centric applications.
Radios that comply with the Bluetooth wireless specification operate in the
unlicensed, 2.4 GHz industrial scientific medicine (ISM) radio spectrum,
ensuring communication compatibility worldwide. Bluetooth radios use a
spread spectrum, frequency hopping, and full-duplex signal at up to
1600 hops/second. The signal hops among 79 frequencies at 1 MHz inter-
vals to give a high degree of interference immunity. Three different power
modes allow the system to adjust for a range from <10 meters (<33 feet) to
100 meters (328 feet). Bluetooth provides a 723.2 kbps data channel that
splits the bandwidth for synchronous voice and asynchronous data communi-
cation. Up to seven simultaneous data connections (57.6 to 723.2 kbps) or
three simultaneous voice connections (64 kbps each) can be established and
maintained in a point-to-point connection or point-to-multi-point piconet
configuration. The core specification [14] contains requirements for compo-
nents such as radio, base band, link manager, service discovery protocol, and
transport layer, plus interoperability information regarding different commu-
nication protocols. To achieve a high degree of interoperability, the
Bluetooth specification defines commonly used profiles for certain applica-
tions. This profile definition specifies higher-level protocols and procedures
required to implement user level functions using Bluetooth wireless technol-
ogy. The Bluetooth SIG Car Working Group was established to focus on
automotive application profiles, such as the hands-free profile (HFP) for
universal connectivity to portable phones.
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In 1997, IEEE added 802.11 as a standard to specify the physical layer and
medium access layer for short-range wireless data networking with 1 or
2 Mbps transmission in the 2.4 to 2.4835 GHz band using either frequency
hopping or direct-sequence spread spectrum (DSSS) technology. The IEEE
802.11 standard specifies a carrier sense multiple accesses with collision
avoidance (CSMA/CA) protocol and a 64/40 bit wireless encryption proto-
col (WEP) encryption for limited password protected security. The
substandards IEEE 802.11a, IEEE 802.11a R/A, and IEEE 802.11b have
been added subsequently, using incompatible frequency bands and encoding
schemes. First IEEE 802.11b was added as the Wireless Fidelity (WiFi)
standard, using only DSSS and allowing for the wireless transmission of
approximately 11 Mbps of raw data (with a fallback to 5.5, 2, and 1 Mbps) at
distances up to 70 meters (225 feet) over the 2.4 GHz band. IEEE 802.11a
was added to the original IEEE 802.11 standard in 1999, allowing wireless
functionality over the 5 GHz Unlicensed National Information Infrastructure
(U-NII) band with comparable range but higher throughput. The allocated
radio spectrum for IEEE 802.11a is divided into eight separate network
segments or channels of 20 MHz, which each can support a certain number
of devices roaming across network segments, similar to cellular phones.
Within a channel, the 20 MHz spectrum is divided into 52 "narrow-band
carriers"–each approximately 300 kHz–based on a technology called
Orthogonal Frequency Division Multiplexing (OFDM). IEEE 802.11a
supports stronger 152/128 bit WEP encryption, as well as unique keys for
each link and dynamic key exchange.
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an extended range of 100 to 1000 meters (328 to 3281 feet) for public ser-
vices such as automatic toll payment, vehicle/bus traffic probes, tractor-
trailer interfacing, truck data log polling, route-specific traffic advisories,
in-vehicle signing, and safety vehicle warning systems, as well as for private
commercial services.
With the advent of wireless data communication and the Internet, the Inter-
national Telecommunications Union (ITU) developed the "IMT-2000"
vision of a global family of third-generation mobile communication systems,
which currently are implemented based on Wideband Code Division Mul-
tiple Access (W-CDMA) radio access technologies, together with a core
network specification based on the GSM/MAP (Mobile Application Part),
and also based on the code division multiple access Cdma 2000 standard.
Many carriers implement a "2.5G" upgrade for their networks, which allows
higher speed circuit switched and packet data transmission. Packet data
networks enable the subscriber to be "always connected." Furthermore,
because they use network capacity more efficiently, these networks outper-
form circuit switched data connections. Figure 4.2 shows the migration path
for the North American market.
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Figure 4.2 Wireless technology migration for the North American market.
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time slots simultaneously without any error protection. The net bandwidth
available to a single GPRS user will be more limited and will reach 40 to
60 kbps.
Cdma 2000 is the third-generation migration path for the CdmaOne IS-95
technology. Cdma 2000 1xRTT technology is backwards compatible with
earlier second-generation (IS-95B) technology, and it supports voice, circuit
switched data and packet data services over a standard (1X) CDMA channel.
It provides up to twice the capacity of earlier CDMA systems, as well as peak
data rates of up to 153 kbps. Several carriers in Korea and the United States
have started launching this technology. 1xEV-DO, a data-optimized version
of Cdma 2000, provides peak rates of more than 2 Mbps, with an average
throughput of more than 700 kbps. After conducting field trials, several
carriers have announced plans to commercially deploy 1xEV-DO in 2002.
By combining 1X and 1xEV-DO as needed, Cdma 2000 provides a flexible,
integrated solution that maximizes capacity and throughput for both voice
and data.
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modulation with a 25 kbps data rate over a 25 kHz channel and Vector Sum
Excited Linear Predictor (VSELP) speech coding techniques coupled with
time division multiple access (TDMA) channel access methodology to
enhance channel capacity and system services. Each 25 kHz channel can be
divided up to six times, providing dispatch, interconnect phone, data, and
text messaging in a seamless communications package. With network
enhancements and data compression, data speeds up to 60 to 70 kbps are
anticipated for use with general office applications. Certain enhanced fea-
tures of the iDEN technology, such as the direct voice connection (i.e., push-
to-talk capability) between individual users or among user groups, may be
integrated into the Cdma 2000 technology [18].
Satellite Communications
Several companies offer satellite-based messaging communications for
telematics applications to enable global wireless data and messaging commu-
nications services from space using low earth orbit (LEO) satellites. These
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Data Broadcast
Data broadcast allows service providers to use the available bandwidth more
efficiently, if information is broadcast simultaneously to multiple users.
Typically, data broadcast systems are used to distribute streaming audio
content or accompanying program data. Telematics applications such as
traffic information or differential global positioning system (GPS) data broad-
cast are new value services, which could be added on.
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The E-147 system consists of a multiplex of data, which can be divided into a
maximum of 64 subchannels. Although the usual configuration is five to
seven stereo audio programs with some excess data per audio channel
(approximately 64 kbps), it is possible to utilize the full ensemble for data. In
this case, at least 1.3 Mbps data broadcasting can be achieved.
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Canada [23 and 24]. The U.S. Federal Communications Commission (FCC)
has licensed SDARS to two service providers in the United States. New York
City-based Sirius Satellite Radio and XM Satellite Radio, based in Washing-
ton, D.C., each transmit up to 100 channels of music, news, talk, sports, and
children's programming.
The SDARS system transmits a signal from the uplink facility (which is the
original point of transmission of data, voice, or other information through an
antenna system) to a satellite, where it is relayed to the individual mobile or
stationary receivers. Because of the limitations of a satellite transmission with
respect to line-of-sight restrictions, it also is necessary to have a terrestrial
transmission system to reach cities and densely populated areas and to gain
in-building coverage.
Telematics Protocols
Telematics protocols are developed specifically for the low-bandwidth envi-
ronment of today's cellular infrastructure [25].
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Airbiquity aqLink™
Airbiquity, Inc. has developed a proprietary wireless communications solu-
tion that allows for simultaneous voice and data communications to support
location-based and other high-value telematics applications and services on
many wireless network or air interfaces. The patented aqLink™ solution uses
a blank/burst software modem that provides a low latency narrowband
(<400 bps, effective 272 bps) wireless data communication over analog and
digital cellular voice channels [27].
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Internet Protocols
The Internet protocol was developed originally by a U.S. Department of
Defense (DOD) research project to connect a number different networks
designed by different vendors into a network of networks (the "Internet"). It
was successful because it delivered a few basic services that everyone needs
(e.g., file transfer, electronic mail, remote log-on) across a large number of
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client and server systems. Since then, the Internet Engineering Task Force
(IETF) has developed and added a host of new protocols and applications [31].
The basic Internet protocol (IP) is responsible for moving data packets from
node to node in an interconnected network of computers, based on a four-byte
destination address (the IP address). The point-to-point protocol (PPP) is the
Internet standard layer-2 protocol, which establishes a network link between
two hosts to transmit IP packets over serial lines. To set up the connection, IP
addresses, compression algorithms, authentication, and addresses of remote
services (e.g., domain look-up service) must be known or negotiated. The
transmission control protocol/Internet protocol (TCP/IP) is used to connect
different computers to one network providing support for detecting errors or
lost data and triggers for transmission. The user datagram protocol (UDP)
defines a datagram transaction-based mode of packet-switched computer
communication based on the Internet protocol. The hypertext transfer proto-
col (HTTP) is a stateless protocol used in the World Wide Web (WWW) to
transfer information encoded in either the HyperText Markup Language
(HTML) or the Extensible Markup Language (XML) between a server and a
client HTML is used to interact with users in a graphical environment (e.g.,
web browser), whereas XML is used to exchange structured information such
as database records.
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Vehicle Communications
SerialVehicle Bus Systems
In modern vehicles, individual discrete signal input/output lines between
electronic control units are being replaced with serial vehicle communication
bus systems. There are many flavors of serial bus systems on the market
today, and almost every vehicle manufacturer uses its proprietary elements to
exchange information between electronic components in the vehicle and the
telematics system. CAN (Controller Area Network) is a widely adopted,
multiplexed, serial communication channel. CAN is defined as International
Organization for Standardization specification ISO-11898. Vehicle manufac-
turers use CAN for power train, chassis, and interior systems applications.
For each system, they typically define custom messages sets for their in-
vehicle communications needs. SAE J1850 is a similar in-vehicle communi-
cation bus with less bandwidth, which is used in many North American
vehicles. SAE J1708/J1587 is a serial bus standard used primarily for com-
mercial vehicle applications. This standard defines not only the physical and
data link layers, but also standard message sets. Telematics applications, such
as remote diagnostics, greatly benefit from a standard vehicle status and
control message set. The standard ISO 9141 describes a serial interface for
vehicle diagnostics and is used for emissions testing.
IDB-C has been adopted as an SAE standard (J2366-1 Physical Layer, J2366-
1L LISA Bus, J2366-2 Link Layer, J2590, J2366-4 ITS Data Bus Thin Trans-
port Layer, J2366-7 ITS Data Bus Application Message Layer, and J1760 ITS
Data Bus Data Security Services). The application layer defines general mes-
sages, vehicle messages, entertainment messages, cellular telephone messages
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A speech understanding system has three main components. First, the goal
of the automatic speech recognition (ASR) component is to convert the
speech signal into a set of word hypotheses. Next, the hypotheses are fed
into a language understanding (LU) component, which, by combining syntac-
tic and semantic constraints, eventually produces a meaningful representa-
tion. Finally, the meaningful representation is used to retrieve appropriate
information. Also, the system may choose to query the user if that system
has incomplete information.
Speech processing algorithms can be classified into low-tier, mid-tier, and high-
tier categories. Low-tier, command-and-control, speech-processing systems
can accept mostly speaker-independent discrete speech segments as input and
also may recognize speaker-dependent voice tags. They are limited to a small
vocabulary (fewer than 100 words) for word-based feature set matching and
discrete digit dialing. Mid-tier systems recognize continuous speech segments,
support phonetic-based feature set matching for a moderate vocabulary
between 100 and 1,000 words, and allow for continuous digit dialing. High-tier
systems recognize continuous speech segments with a phonetic-based feature
set matching for large vocabulary (more than 1,000 words). They provide a
flexible grammar and a natural language user interface.
Technology for speech output can be divided into two categories: voice
prompting, and speech synthesis. Voice prompting is the use of recorded
messages for voice output. This can include concatenation of words and
short phrases to construct the message. It is more limited than speech syn-
thesis; however, when it can be used, the voice quality is better. Speech
synthesis describes conversion of a symbolic representation of a message into
speech. This usually is text-to-speech (TTS) conversion, but other input
representations are possible–especially in speech dialog systems, where a
natural language system can provide information not only about the message
but also about how the message should be spoken.
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Distributed Computing
To provide services in a communication system, at least two devices are
required. One device provides the information (server), and one device
receives the information (client) and makes it available to the user. Therefore,
each device must support the service with an application. For instance, there is
an emergency call application in the in-vehicle telematics device, and an
emergency call back-end application at the customer service representative's
desktop computer.
In the past, telematics devices came with a hard-coded feature set. However,
as new applications or business models arise in the future, this model will no
longer work because it is extremely difficult to upgrade those systems in the
field. In addition, there is a desire to distribute the application and to per-
form complex calculations on a cost-effective back-end server rather than on
a client.
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Chapter 5
Communications
Personal Voice Communication
This service provides the user with the ability to place and receive voice calls
in the vehicle. The user either may use a handset or portable phone for
private communication or may access the telephone via the vehicle user
interface for hands-free communication, which is the preferred scenario.
Depending on the implementation, the vehicle user interface can include
tactile input, graphical output, and voice-activated control.
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TABLE 5.1
TELEMATICS SERVICES OVERVIEW
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TABLE 5.1
TELEMATICS SERVICES OVERVIEW (cont.)
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Phone Control
This service allows the user to check or change the telephone settings at the
user interface provided by the vehicle (i.e., head unit [HU], car radio, key-
pad, handset, or voice recognition system). The user selects the appropriate
menu or issues a voice command. Then, the user can select from a range of
settings–from simple on/off settings to more complex control commands that
may include functions to select, edit, and store settings (e.g., controlling the
phone book). After the user's selections are complete, an appropriate change
of settings is made, either at the embedded cellular transceiver or at the
attached portable phone.
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E-Mail
This service allows the user to send and receive e-mail. The user may use
either the head unit (HU) or a connected portable device to access e-mail. In
another scenario, the user can use voice commands and text-to-speech output
to access e-mail.
Convenience
Personal Information Management
Voice Memo
This service allows the user to record and play voice messages by using the
hands-free audio system. In one usage scenario, the user's voice commands
operate the voice memo system. In other scenarios, the user can use an
application at the head unit (HU), which provides a graphical user interface
and buttons to control the voice memo application.
Calendar
This service allows the user to manage his or her calendar via the hands-free
audio system or via an application at the head unit (HU). In one usage
scenario, the user's voice commands operate the calendar. In other sce-
narios, the user can use an application at the HU, which provides a graphical
user interface and buttons to control the calendar.
Address Book
This service allows the user to access his or her address book for multiple
applications. In one usage scenario, the user's voice commands initiate
dialing of a phone number from the address book. In an alternate scenario,
the user can select from the address book a destination for the navigation
system. In other scenarios, the user can use an application at the head unit
(HU), which provides a graphical user interface and buttons to enter or
modify entries at the address book.
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Information Call
With this service, the user contacts the service center to request whatever
information the customer service representative (CSR) is equipped to pro-
vide. The user presses the information button, and the system requests the
CSR to provide information services. When the user activates this service, a
hands-free voice connection is established with the service center, allowing
the user to request available information from a CSR, who then reads this
information to the user. The information may include points-of-interest look-
up, traffic information, or directions. Because the service center can request
the current location of the vehicle, the information provided can be location-
specific, such as nearby gas stations or restaurants, plus turn-by-turn direc-
tions to any of those locations.
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based on the current position of the vehicle, around a desired location, along a
route, or within a specific geography (e.g., city limit or zip code). The resulting
information can be stored in the address book, or it can be used either to make
a phone call or as a destination for the navigation service.
Traffic Information
In this scenario, the user requests real-time traffic information around the
current position, around a desired location, along a route, or within a specific
geography (e.g., city limit, zip code). The user may request traffic informa-
tion from the vehicle by voice command. When the service is activated, the
vehicle position is sent to the service center, and the relevant traffic informa-
tion is delivered to the user. The incidents are given to the user either by a
voice server at the service center or by the in-vehicle telematics system via
text-to-speech capability.
In another scenario, the user can customize traffic alerts for certain commute
times and routes either via a web site or by calling a customer service repre-
sentative (CSR) at the service center. The route is stored with the days and
times typically used. Then the route is monitored automatically for abnor-
mal traffic incidents or delays. If an incident or delay occurs on the route
during the selected time window, the user is notified by a preferred method,
which may include e-mail, short message service (SMS), or a phone call
directly to the in-vehicle telematics system.
Navigation
This service enables the user to obtain accurate turn-by-turn guidance to a
destination.
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turn-by-turn icons on a display and/or through voice prompts. The user also
may choose a map view. The navigation system receives traffic broadcast
messages, which it uses to improve the value of the route guidance.
If the user leaves the planned route, an alert is given and the user has the
option of requesting a new route to the destination. If the user returns to the
planned route, the guidance continues with the next maneuver in the route.
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desired POI, the user can request navigation guidance to that POI from the
current position of his or her vehicle. The POI information is sent to the
navigation server, where the route is computed and prepared for download
to the vehicle.
E-Commerce
This service enables the user to make financial transactions from a vehicle.
There are a few scenarios where this service is used in a vehicle environment.
If a user has obtained hotel information along the route, with the assistance
of the service center, a reservations system can reserve a room and charge
the account of the user without requiring the user to provide further credit
information.
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In a typical scenario, the user contacts the service center to request the ser-
vice, and the CSR verifies the identity and authority of the user to request
the service activation. The user then tells the CSR which function to per-
form. The CSR checks the status of the vehicle to ensure that it is safe to
perform the service and then activates the function.
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Configuration Management
With this service, the provider sets user preferences and device-specific
settings for software and hardware of the in-vehicle telematics system to be
updated to accommodate different vehicle interfaces, external devices, or
network connections. Updates may occur when the user wishes to change
some of the customized preferences or when access numbers to service
centers or Internet service providers (ISP) change. This service also may
allow the service provider to update the application software at the in-vehicle
system. The service center uses an over-the-air (OTA) interface communica-
tion method and command set to activate the service. The in-vehicle
telematics system in the vehicle accepts the OTA software update only when
the appropriate authorization command and code are supplied via the com-
munication link. At the service center, approved applications are pre-
processed prior to loading onto the in-vehicle device.
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Provisioning
This service allows the user to enable the in-vehicle telematics system for use,
when a user purchases a new in-vehicle telematics system or replaces an
existing system. It provides the user with access to his or her subscribed
services, and it pairs the in-vehicle telematics system with the appropriate
service center for fulfillment of those services. The provisioning process
includes the initial configuration of user preferences and device-specific
settings. In addition, the service center can provide authorization and
account management services.
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Service-Center-Initiated Provisioning
This scenario describes how an in-vehicle telematics system can be provisioned
at the request of the service center. The service center sends a message to the
in-vehicle system, demanding that the in-vehicle telematics system requests to
be provisioned. When the in-vehicle telematics system receives this message,
it sends a provisioning message to the service center and establishes a voice
call. A customer service representative (CSR) provides authorization and
account management services to create and modify account information, tailor
preferences, and set profile and preference defaults. When the provisioning
process is complete, the system is ready for use.
Remote Diagnostics
With this service, a customer service representative (CSR) in the service
center remotely obtains vehicle diagnostics data, such as diagnostics trouble
codes from the electronic control units of the vehicle, certain vehicle data
such as engine temperature, and the maintenance status of the vehicle.
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diagnostics information with a virtual test tool. Then the service center sends
a message to the in-vehicle telematics system, requesting a diagnostics data
connection. The in-vehicle telematics system receives this request, authorizes
the service center, and establishes a remote diagnostics connection. Now
the authorized person can access the diagnostics information at a remote
computer, which serves as a virtual test tool. In an alternate scenario, the
authorized person can communicate directly with the vehicle via a secure
connection.
Product Feedback
Activation Log
This service enables an authorized person from a vehicle manufacturer to
read and clear the activation log, which records a sequence of service activa-
tions. The service center sends a request message to the in-vehicle telematics
system to read or clear the stored sequence of service activations. The
in-vehicle telematics system sends to the service center the data that has been
captured when a service activation was initiated. This data may include
activation type, date and time, vehicle location and global positioning system
(GPS) quality data, ignition status, and communication status.
Maintenance Status
This scenario enables the upload of vehicle maintenance-related information
to the service center. When the maintenance data of the vehicle indicates
that configurable thresholds (e.g., remaining time or distance to maintenance)
have been reached, the in-vehicle telematics system initiates the service that
establishes a data connection to the service center. The service center
receives the maintenance information and stores it in a data repository for
later use by the vehicle manufacturer or dealer service.
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Trip Monitor
This scenario enables the asset manager to acquire a trip report that describes
the use of one or more vehicles (i.e., assets) belonging to a fleet Such infor-
mation then may be used to support business decisions regarding the opera-
tion of the assets. In this scenario, the vehicle continuously records profiling
information, such as start and end date and time, vehicle position trail, odom-
eter readings, maximum speed, maximum engine speed, or fuel level. The
asset manager requests a trip report from a set of vehicles that each respond
with the latest instance of vehicle trip data to the service center that main-
tains an asset data repository.
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Infotainment
Infotainment services are only starting to take off. Many concepts are not yet
available on the market or are in trial stages. The discussion of this category
does not include playing content from packaged media such as CDs, CD-
ROMs, cassette tapes, and memory cards.
Games
This service provides the user with the ability to play games in the vehicle.
Whereas traditional game consoles are already available for mobile use, new
location-based games are being developed for use in mobile devices. In this
scenario, a user could play location trivia games by accessing the voice portal
of a service center, or he or she could play games with other mobile players,
using a location-aware "radar" screen. In this scenario, the user uses a ser-
vice center to locate other players, with whom the user then interacts.
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Service-Center-Initiated Tracking
To request this service, the user calls a customer service representative (CSR)
from a telephone to track the position of a stolen vehicle. The CSR initiates
the service, without disclosing the request to anyone in the vehicle, by send-
ing a message to the in-vehicle telematics system, requesting vehicle tracking.
The in-vehicle telematics system receives the request, sends periodic position
update messages to the service center, and opens a covert voice connection
that allows covert listening into the vehicle. Based on the audible informa-
tion and the tracking information, the CSR determines with the user what
action to take and contacts the appropriate public safety answering point
(PSAP).
Vehicle-Initiated Tracking
The theft protection system of the vehicle initiates this service. In this sce-
nario, the in-vehicle telematics system sends a message to the service center,
indicating the alarm. The service center assigns the service to a customer
service representative (CSR), who opens a unidirectional voice connection to
the in-vehicle telematics system. The in-vehicle telematics system sends
periodic position update messages to the service center. Then, based on the
audible information and the tracking information, the CSR determines what
actions should be taken and may contact the appropriate public safety
answering point (PSAP). During this phase of the service, no noticeable
information is displayed in the vehicle. The CSR continues to provide
updates to the PSAP and/or the user until the situation is resolved.
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contact the appropriate public safety answering point (PSAP). During this
phase of the service, no noticeable information is displayed in the vehicle.
The CSR continues to provide updates to the PSAP and/or the user until the
situation is resolved.
Roadside Assistance
This service enables the user to contact the service center to improve the
delivery of vehicle maintenance, in the event of a non-emergency breakdown.
The user activates the service by a push button to request assistance concern-
ing vehicle operations (e.g., a flat tire, electrical or mechanical problems). The
in-vehicle telematics system sends to the service center a request message with
vehicle and subscriber status information, as well as the position of the vehicle.
Then it initiates a hands-free voice call. The customer service representative
(CSR) receives the vehicle and location information and handles the call.
Then the CSR determines with the user what action will be taken and may
dispatch the appropriate roadside assistance to the user.
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Chapter 6
Telematics Products
Broadcast Systems
Enhanced Navigation Systems
Autonomous navigation systems provide route guidance with voice, and
present icons and/or map displays to the user. The navigation system oper-
ates based on a CD-ROM that contains the navigable map database, points
of interest, and navigation software. The integration with the car audio
system provides a user interface for audio, tactile, and visual interaction.
Enhanced navigation systems use wireless data broadcast to adjust the route
selection of an autonomous navigation system. In Europe, many radio
stations transmit traffic data free of charge, using radio data system–traffic
message channel (RDS-TMC) technology. In Japan, the vehicle information
and communication system (VICS) standard is used. Authorized traffic
information centers (TIC) process and edit information on road traffic condi-
tions and send the information via FM multiplex broadcasts to the vehicle
terminals.
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The Blaupunkt TravelPilot DX-R70 titan (combined car audio and navigation
system) (Figure 6.2) provides the same functionality using a separate radio
data system-traffic message channel (RDS-TMC) tuner that decodes the
traffic messages from a list of broadcast stations. In addition, Blaupunkt
offers a highway traffic congestion alert for each road and includes points of
interest and a travel guide (e.g., Merian, Michelin, Varta) on CD-ROM for
sights, restaurants, and hotels.
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including a gateway for vehicle bus integration. The Cellport 3000 (Figure 6.5)
includes voice-activated control of the phone and allows the consumer to use
different phones by replacing a pocket adapter rather than the entire hands-
free installation. The pocket adapter links to the docking station mounted in
the car. Cellport also offers an additional module for the docking station,
which provides positioning and telematics capabilities.
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OnStar, a General Motors subsidiary, provides access to its Safe and Sound,
Directions and Connections, and Luxury and Leisure telematics service
packages through a three-button user interface that is integrated into the
rearview mirror or overhead console (Figure 6.11).
Cellular-Communication-Based Systems
Cellular-communication-based systems provide a cellular communication
link, a global positioning system (GPS), a vehicle interface, and an embedded
controller in a black box for fleet applications (Figure 6.12). The systems can
be combined with either a text terminal or a navigation system to provide a
graphical user interface to the driver.
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Satellite-Communication-Based Systems
Satellite-based systems offer global coverage in areas where no cellular
network is available. The Qualcomm OmniTRACS® system, shown in
Figure 6.13, operates in the Ku-band and combines an antenna communica-
tions unit with either a standard or an enhanced display unit. A Windows®
CE-based in-vehicle computer also is available. These devices interact with
the host at customer dispatch centers through Qualcomm's Network Manage-
ment Center over the satellite network. Qualcomm and OmniTRACS are
registered trademarks of Qualcomm Incorporated.
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In addition to the navigation function, the user also can access wireless
application protocol (WAP) and World Wide Web (WWW) based Internet
infotainment services using the embedded browser of the device.
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Chapter 7
Recent legislation in New York has sparked a flurry of media attention on the
issue of driving while using a cell phone. In addition, a study by the U.S.
National Highway Transportation Safety Administration reports that the "use
of hands-free cell phones significantly reduces awareness of the immediate
traffic environment and slowed choice reaction time, particularly during the
early stages of conversation" [39]. A recent Delphi Automotive Systems
survey found that 37% of consumers also admitted to using palm devices or
some other kind of personal digital assistant (PDA) while driving.
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product can be a powerful tool for safety. In fact, more than 118,000 emer-
gency calls per day are made from wireless phones in the United States.
Motorola believes that the overall research effort into distracted driving is in
the preliminary stages, and no single study can be definitive. Experts from
academia, government, and industry will evaluate the weight of the research
and reach conclusions when it is appropriate to do so. At this time, more
research is necessary. A recent American Automobile Association (AAA)
Foundation study demonstrates the point. This study analyzed 26,000 traffic
accidents and found that fewer than 2% involved wireless phones.
There are no simple answers to the question of how to help a driver focus on
the primary task of driving while he or she is behind the wheel. Motorola is
leading the way in research, education, and product development to encour-
age consumers to drive responsibly, with its "Drive Safe, Call Smart" effort.
Both product and human factors research will enable a better understanding
of how telecommunications technology can enhance the driving experience.
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level, the ISO TC 22 SC13 WG8 "TICS on Board MMI" (Traffic and Informa-
tion Control Systems Man-Machine Interface) working group is standardizing
human-machine interfaces (HMI) to handle dialog management, auditory
presentation, visual behavior, visual presentation, message priority, and visual
distraction.
Life-Cycle Disparity
One major challenge is to integrate into cars consumer electronics such as
cell phones or personal digital assistants (PDA). Typically, the life cycle of
consumer electronics is much shorter than the life cycle of a car. Thus, new
consumer devices may not be compatible with old vehicle technologies. To
diminish the life-cycle disparity impact, the IDB-Forum and the Bluetooth
special interest group are working on new connectivity standards [14, 33].
Communication Networks
As telematics progresses from a voice-centric service (e.g., roadside assistance
call) through a data-centric service (e.g., server-based navigation) to multimedia
services (e.g., streaming audio and video), various communication networks
must be connected. Today, a telematics control unit (TCU) connects the
in-vehicle networks (e.g., media oriented systems transport [MOST], controller
area network [CAN], ITS data bus [IDB]) to the wireless wide area networks
(WWAN) (e.g., global system for mobile communication [GSM], general
packet radio service [GPRS], code division multiple access [CDMA]). In the
next-generation products, personal area networks (e.g., Bluetooth) link portable
devices such as phones through the TCU to the in-vehicle networks. Stream-
ing media will be delivered through broadcast with cellular back channels.
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Eventually, all networks will be Internet protocol enabled and will allow a
seamless integration of all telematics services [45]. Significant research is
underway to address mobility and seamless service delivery issues. In the
fourth generation of wireless networks, the vehicle ultimately will become a
sub-network with its own mobile router [46].
Cellular/Broadcast Integration
A European Community (EC) funded research project, DIAMOND, is
investigating the technical and commercial feasibility of multimedia
telematics services provided over digital radio (digital audio broadcast
[DAB]) in combination with mobile communication technologies (e.g., global
system for mobile communication [GSM], general packet radio service
[GPRS], UMTS) and appropriate positioning technologies [47]. The
COMCAR project, which is sponsored by the German Ministry for Educa-
tion and Research (BMB+F), is developing an IP-based delivery of multime-
dia and telematics services especially for cars and railways [48].
Multimedia Broadcasting
The European Broadcasting Union (EBU) has developed a digital terrestrial
television broadcast (DVB-T) standard that allows transmitting of MPEG2
encoded video information and other data up to 15 Mbps in the VHF band
(800 to 860 MHz). Early experiments in Germany have validated this tech-
nology in cars for speeds up to 250 km/h (155 mph) [49]. This technology
will be available commercially in five to ten years and will allow multimedia
links to vehicles.
Ad Hoc Networks
As wireless communication networks progress to higher frequencies, the cell
radius decreases and the infrastructure becomes more expensive. This
development will result in less coverage in rural areas for high-speed commu-
nication applications. Therefore, a new hybrid approach will evolve, where
voice and low-bandwidth real-time data communication (e.g., traffic informa-
tion, stocks) will be carried out over cellular networks, and high-bandwidth
data applications will be done at "hot spots" where vehicles will be part of
an ad hoc wireless local area network (WLAN) using technologies such as
IEEE 802.11a and IEEE 802.11b. The "hot spots," which are located in
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places such as gas stations, offices, and homes, can use unlicensed cost-free
bandwidth and connect via a wireless or wired network to the Internet to
exchange information. In 2001, DaimlerChrysler Research North America
demonstrated an "info-fueling" application using IEEE 802.11a technology
[50]. In Japan, Keio Research Institute at SFC, Toyota Motor Corporation,
DENSO Corporation, and NEC Corporation launched the "Internet ITS
Project" in April 2001, funded by the Japanese Ministry of Economy, Trade,
and Industry and the business members of the project. The Internet ITS
project evaluates a set of applications using a prototype deployment of an
Internet-protocol-based ad hoc network communication infrastructure. This
large-scale field trial uses one of approximately five taxies (a total of 1,570
taxis) operating in the city of Nagoya to collect data from the vehicles and
use this information to provide fleet management, information about road
congestion and rainfall conditions, and infotainment to the drivers and
passengers. It is expected that this approach will reduce the burden of invest-
ment in expensive ITS-specific communications infrastructure, and a wide
range of new ITS service business opportunities can be developed [51].
Distributed Applications
Motorola iRadio
The car radio has been the device for information delivery in vehicles since
the 1930s. In 1999, Motorola developed the iRadio concept to showcase
how this paradigm can be extended seamlessly to the Internet [52]. The
distributed architecture of iRadio allows the user to set up service preferences
from a home personal computer via a web page. The in-vehicle system can
talk to the Internet via various connections, such as cellular communications
or wireless local area networks (WLAN). Each user can access information
in the car via a personal profile. The concept allows the user to personalize
existing services such as an AM/FM radio and additional interactive and
location-based value-added services. Finally, the system provides mecha-
nisms for remote administration and security. Motorola has developed and
showcased a variety of distributed services. Today, server-based navigation
has already been commercialized with Trafficmaster PLC in the United
Kingdom. This distributed service does the route calculation in the server,
but the route guidance and route following are done in the in-vehicle
telematics device.
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Digital Mapping
In current telematics systems, a problem is caused by the fact that the send-
ing and the receiving systems may, and often will, use map databases of
different origins, specifications, and completeness.
A location code is created when needed from the map database in the send-
ing system, embedded in a message, sent on wireless data carriers, and
interpreted by the receiver using the information in its map database. Pre-
coding of locations, maintenance, and dissemination of location tables are no
longer necessary. The AGORA project continues and extends the EVI-
DENCE approach by taking both topology and geometry into account.
NextMAP is a European Community (EC) research project to evaluate the
technical and economical feasibility of enhanced map databases required for
in-vehicle application. In particular, Advanced Driver Assistance Systems
(ADAS) enable new applications, or improve or extend existing ones.
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Within the same scope of the European Community (EC) research program
Advanced Driver Assistance Systems in Europe (ADASE), CARTALK2000
investigates safety improvements through cooperative driver assistance
systems based on ad hoc vehicle-to-vehicle communications. In Japan, the
Advanced Cruise Assist Highway Systems Research Association (AHSRA), a
joint initiative of the Japanese Transport Ministry and automakers, develops
new infrastructure-based safety systems using vehicle guidance and road-
vehicle short-range communications.
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Acknowledgments
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References
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9. ITS Japan, The Vehicle, Road, and Traffic Intelligence Society (VERTIS)
of Japan, http://www.iijnet.or.jp/vertis.
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12. Zhao, Y., "Mobile Phone Location Determination and Its Impact on
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45. Keller, Ralf; Lohmar, Thorsten; Toenjes, Ralf; and Thielecke, Joern,
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List of Acronyms
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102
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SA Selective Availability
SAE Society of Automotive Engineers
SDARS Satellite-Based Digital Audio Radio System
SIG Special Interest Group
SMR Special Mobile Radio
SMS Short Message Service
SMSC Short Message Service Center
SOAP Simple Object Access Protocol
SV Space Vehicles
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Dr. Fuchs received his diploma and doctorate of electrical engineering from
the Technical University of Darmstadt in Germany. He is a member of VDI,
the Institute of Electrical and Electronics Engineers, Inc. (IEEE), and the
Society of Automotive Engineers (SAE), and he serves as a member of the
SAE technical standards board. Dr. Fuchs can be contacted at
axel.fuchs@ieee.org.
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