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Chalmers University of Technology
International Masters Programme of
Automotive Engineering
MMF 320 Active Safety
Telematics Systems in Active Safety
By:
Ibrahim Kaya Gunes
Jessica Wijkmark
Cornel Gutmann
Erica Wallander
Saadet Dundar
Group#8
May 11, 2006
Göteborg, SWEDEN
Chalmers University Telematics Systems in Active Safety May 11, 2006
Table of Contents
1. Introduction ...................................................................................................... 3 2. What is Telematics?.......................................................................................... 4 2.1. Classification of Telematics ............................................................................. 4 2.2. Telematics Systems ........................................................................................... 5 2.3. Telematics Technology & Market................................................................... 7 2.4. Standardization................................................................................................. 9 2.5. Future of Telematics....................................................................................... 10 3. Telematics Applications ................................................................................. 11 3.1. Collision Avoidance ........................................................................................ 11 3.1.1. Rear-End Collision Avoidance ...................................................................... 11 3.1.1.1. Cruise Control................................................................................................. 12 3.1.1.2. Forward-looking radar .................................................................................. 12 3.1.1.3. Platoon driving................................................................................................ 12 3.1.1.4. Competing technology - Brake lights............................................................ 13 3.1.2. Lane Change and Merge Collision Avoidance............................................. 14 3.1.2.1. Lane Change Collision Avoidance systems .................................................. 14 3.1.3. Road Departure Collision Avoidance ........................................................... 14 3.1.3.1. Road departure Avoidance systems.............................................................. 15 3.1.3.2. Competing technologies – Road marks and roadrails................................. 15 3.1.4. Intersection Collision Avoidance................................................................... 15 3.1.4.1. Intelligent intersections .................................................................................. 16 3.1.4.2. Traffic lights .................................................................................................... 16 3.2. Driver Condition Warning ............................................................................ 16 3.3. Safety Impacting Services .............................................................................. 19 3.4. Infotainment.................................................................................................... 19 3.5. Vision Enhancement....................................................................................... 21 3.6. Vehicle Stability .............................................................................................. 24 4. Discussion ........................................................................................................ 27 Appendix A- Telematics Approaches..................................................................... 30 Appendix B-Telematics I/O Technologies ............................................................. 31 Appendix C-Telematics Trends .............................................................................. 32 Appendix D-Existing and New Telematics Wireless Communications Links.... 33 Appendix E-Regional Telematics Snapshots ......................................................... 34 Appendix F-Telematics Applications by Countries .............................................. 35 Appendix G-TRG Technology Index-Select U.S. Brands .................................... 36 Appendix H-Collected Response Variables from a Research by NHTSA.......... 37
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1. Introduction
The primary aim of the Telematics Systems in Active Safety Project is to investigate the effect
of Telematics Systems on reducing the number of injured and killed people in accidents. Both
accident avoidance and accident mitigation strategies are considered including the benefits
and limitations of the systems during the study as well as the other active safety technologies
that could be an alternative to the telematics. The diverse technologies used in telematics
which also compete among, are explored to observe their influence on the market. And the
need of standardization of applied technologies is another important issue for the future of
telematics. In this project telematics systems and their application in active safety are
explored to depth.
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2. What is Telematics?
Telematics is the blending of computers and wireless telecommunications technologies,
apparently with the goal of efficiently conveying information over vast networks. The term
has evolved to refer to automobile systems that combine global positioning satellite (GPS)
tracking and other wireless communications for automatic roadside assistance and remote
diagnostics. Telematics systems have the great potential in reducing the number and severity
of traffic accidents by integrating features collision avoidance with features of post crash
safety/emergency assistance of occupants.1
2.1. Classification of Telematics
Telematics is an enabling technology supported by trends and advancements in
communications and automotive electronics. A telematics enabled vehicle provides a platform
for services and content that offer value to the customer such as traffic info, routing,
customized voice portals or live queries.2 Customer telematics are to better understand the
customer experience over the lifetime of vehicle ownership, provide access to relevant real
time vehicle information, and deliver personalized services to owners. Mainly, telematics is
solutions based on information flowing to and/or from a vehicle. (Diagram 1)
Diagram 1: Information flowing to/from vehicle3
Vehicle-specific
Telematics System
Occupant-specific
From Vehicle
Location
Events
Operational data
Environmental data
From Occupants Voice information
Service requests
Content requests
Transactions
To Vehicle Data requests
Remote control
Operational updates
Environmental data
To Occupants Voice information
Driving information
Multimedia content
Transaction info
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Telematics is a wide topic with the rapidly improving technology. However in order to
investigate the topic it has to be categorized into diverse segmentations (Table 1), such as
vehicle, customer, service and application centric approaches.3
Segmentation Comments Vehicle-Centric
Customer-Centric
Auto solutions
Driver/passenger solutions
Pays for itself eventually
Meets customer needs
Service-Centric
Device-Centric
Monitored telematics
Non-monitored telematics
Original Equipment
Manufacturer (OEM) supplied
Aftermarket supplied
Application-Centric
(Appendix A)
Safety and security
Navigation & traffic
Cell phone HFI
Entertainment
Tracking applications
Auto solutions
CAN, e-call, b-call
Real-time routing
Docking, Bluetooth
Music/video download
Location, speed, SVT
Diagnostic, SW upgrades Table 1: Telematics segmentation
2.2. Telematics Systems
Vehicles must meet some criteria in order to be considered as telematics-enabled, according
to the Telematics Research Group (TRG): 3
2-way communications
A location sensing device
A control unit that is interfaced to the auto’s electronic system
ITS Client
Mobile Devices
Auto ECUs
Telematics
Navigation System Driver
Assist Systems
Infotainment Systems
Diagram 2: Telematics overlaps
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Communication is the primary application for telematics. This includes voice but also
includes e-mail and messaging services. This requires voice recognition via hands-free
devices as well as text-to-speech technology.
Segment Wireless Data
Navigation
Traffic & weather information
Off-board navigation routes
Map & Point Of Interest (POI) updates
Hands-Free Phone Use Voice communication, text messages & e-mail
Safety & Security GPS location, speed & direction
Automatic collision notification, e-call, b-call
Stolen Auto Tracking GPS tracking, speed & direction
Content Retrieval E-mail, web content & location-based (POI)
Entertainment Digital music & digital video downloads
ITS Applications Electronic Toll Collection data (ETC)
Roadway to auto communication (future)
Auto Electronics
Remote diagnostics & Software upgrades
Auto operational data
Crash data & statistics (Event Data Recorder) Table 2: Telematics application spectrum3
Safety and security (including SOS and Automatic Collision Notification) is facilitated by an
embedded cellular system and is currently the only proven telematics application in the U.S.
market. Safety and security applications will become popular in Europe, Japan and other
regions.
Remote diagnostics capabilities are the basis for several applications that will benefit the auto
manufacturers’ bottom line. Collection and analysis of remote diagnostics on large numbers
of autos can identify reliability problems much quicker than today. Remote diagnostics will
facilitate the ability to obtain remote diagnostics on vehicle operation before scheduling of
service.
Telematics may change the customer relations management (CRM) balance of power between
auto manufacturers and their dealer. The motor vehicle event data recorder (MVEDR) is an
important application for the auto insurance industry, healthcare industry and for public safety
agencies. 4
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Traffic information that can modify driving behavior and better utilize public roads will be an
important telematics application. Road sensors, beacons and the use of floating car data will
greatly improve the value of traffic data.
Information and entertainment (infotainment) includes a multitude of information obtainable
in many formats; voice portals, live operator assistance, downloadable music and video files.
This content can be circulated via satellite, cellular or Dedicated Short-Range
Communications (DSRC). Some information is location based such as traffic, weather, and
point-of-interest data.
Business people, who rely on their car to do business, are likely to appreciate office
connectivity via telematics systems and via mobile devices. In effect they need a telematics
based office-on-the-road.2
2-way communication
No 2-way communication
No interface w/vehicle Interface w/vehicle databus
Portable Devices PDAs
Portable GPS Media Players
Digital Entertainment AM/FM/HD/DAB
Sat/DMB CD/DVD/SD/USB
Car Navigation GPS Navigation
Traffic & Routing
Smart Mobile Devices Portable Navi &
GPS-enabled Mobile Phones
HFI/Mobile Device Integration -External Phone -Voice and Data -Consumer services
Multifunction Telematics
-Multifunction HU -Voice & Data Services -Digital Entertainment
Embedded Telematics
-Embedded Phone -Data vehicle services -Monitored by Telematics SP
Diagram 3: Automotive telematics landscape5
2.3. Telematics Technology & Market
Navigation is the killer application for telematics today, however safety/security is expected
to grow immensely in future, as well as entertainment and tracking systems. Speech
recognition technology improvement becomes crucial as voice commands will take greater
part in user interface in order to decrease the driver distraction issues (Appendix B). Driving
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is already a multitasking effort, and telematics increase this effort. A perfect telematics
interface would be like in Table 3.6
User interface 1st Choice 2nd Choice
Keep your hands on the
steering wheel
Speech I/O
Steering wheel keys
Key entry
Center controls
Keep your eyes on the road Head-up display
Driver info display
Center display
Center controls
Revert to driving-only tasks
when needed
Workload
management system
Integration with
driving interface Table 3: Perfect telematics user interface
New applications and services for networking within the car and between car and
environment (Appendix C) which have not been possible so far can be realized as the
extensive improvements in computing and networking, such as processor and storage
technologies which enable offering of powerful, small and robust mobile processors and
storage solutions, have been made.6
16000
14000
12000
10000
8000
6000
4000
2000
0
2004 2008 2011 Diagram 4: Telematics sales projections5
The wireless market in general is growing profoundly, with market projections (Diagram 4)
showing more that 500 million wireless devices being sold worldwide each year in the near
future.7 Automotive systems engineers are evaluating many different types of advanced
wireless technologies because wireless is the only way to get it in an automobile. In the
coming years, automotive manufacturers will include some or all of the telematics wireless
communications links listed in the Appendix D.
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Telematics customers and applications have major regional variations that are driven by
geographic, social and technology adoption differences3 (Appendix E & Appendix F):
Population and auto density (units per Km2)
Navigation and routing complexity
Cell phone adoption rate & auto usage restrictions
Multi-country travel (multiple languages)
Auto purchase patterns (dealer lot or customer order)
Auto manufacturers’ strategy and home market
Average auto price
Other: mass transit, road tolls, traffic information
TRG’s Technology Index (Appendix G) - a measuring system based on the utilization of key
electronics technologies emerging in cars today- is based on 30 criteria in the areas of
telematics, navigation, phone options, and driver assist technologies. Examples of these high-
tech features include monitored telematics, navigation, Bluetooth, voice recognition, premium
audio/entertainment and driver assists. TRG’s Technology Index is an important indicator of
technology deployment and will change over time. A continued movement up the ladder by
Asian value brands who are adding these features at a rapid pace is expected.3
2.4. Standardization
Applications which concentrate on the in-vehicle networking are specified in cooperation
between manufacturer and service provider. Interfaces and data formats can be introduced
without necessarily depending on international or industry organizations. Hence the
introduction depends on technical possibility and market decision of the manufacturer,
respectively. In contrast, vehicle-vehicle or vehicle-environment networking represents a
more challenging interface problem. There must be an agreement and deployment defined
between the manufacturer and service provider spanning standards on application level, and
the development of new system platforms providing sophisticated communication
mechanisms and execution frameworks that meet the future requirements. More flexible
solutions, including data exchange with different manufacturer, require a specification of
relevant standards.8
Defining interfaces is essential when connecting the vehicle with external devices and servers.
Except for the physical and transport interfaces of the lower layers, interfaces for data access
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and data exchange within and between applications are necessary as well. In contrast,
standardized exchange of application data and context based processing is more challenging
currently. Basically two different approaches exist, to enable data access and exchange
between devices:
Predefinition of fixed data interfaces
Execution environments for dynamic download of applications
The interfaces for the exchange of application data are specified and installed before delivery
of the devices. The crucial part is the agreement on standardized interfaces and protocols
which are widely supported afterwards, and not only the successful specification is necessary,
but the widespread implementation as well.8
A system platform which provides an execution environment that installs and executes
applications, helps to solve some of the standards problems. Common interfaces or protocols
for data exchange need not to be available at once, but can be specified later on. After
specifying the data interface finally, an application providing it can be deployed.8
2.5. Future of Telematics
Today telematics enabled vehicles use navigations systems for location acquiring and traffic
condition predicting, steering wheel controller, several multifunction displays as well as
speech recognition use with various qualities and etc. The technology is expected to enable
vehicles to have memory card interfaces, traffic/weather/location info systems via cell phone
tracking, workload management systems, remote software upgrades, wireless event data
recorders and head-up display for telematics as to mention for the beginning (Diagram 5).
There will be shared wireless profiles, hands-free usage and pay-per-use method in telematics
for future.
The benefits of telematics data transfer will be understood better in future as its consequences
on automotive design become clear. Data can be collected as Auto Operational Usage data
packages, which means information on the driving habits of the driver. This information is
extremely useful for service applications with the data from crashes and accidents. An
accident data can be used for immediate, life saving benefits by Automatic Collision
Notification, as well as delayed and long term benefits by giving feedback to automotive
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design and production process. In that process the benefit of telematics in next generations is
the most observable.
Branded Audio/Video Digital entertainment
Front/rear seat
Multifunction Headunit Audio, Navi, Phone
User Interfaces Voice recognition HMI controllers Steering wheel
Wireless Interfaces Cell Phone, Bluetooth
GPS, satellite Broadband wireless
Vehicle Multimedia Network
Driver Assist Technologies (park assist, adaptive cruise,
blind spot detection, etc.)
Active Safety Systems (pre-crash safety, lane
departure warning, etc.)
Diagram 5: The new telematics hardware portfolio5
According to the Telematics Research Group, by 2015-2025 (region dependent) most vehicles
sold will have more than two-way communication links:
An embedded link to OEM for vehicle related telematics applications
A mobile device integrated or embedded link to content from service providers
An embedded link to roadway infrastructure and vehicle-vehicle communication
3. Telematics Applications
3.1. Collision Avoidance
3.1.1. Rear-End Collision Avoidance
Rear-end collisions account for one in four crashes or over 1.5 million crashes a year. Many
accidents are caused by drivers not keeping the distance to the next car. New technologies
will be used to sense the presence and speed of vehicles up ahead and provide warnings to
avoid collisions. 19
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3.1.1.1. Cruise Control
Conventional cruise controls, which maintain a preset speed, appeared more than twenty years
ago. More recent Adaptive Cruise Control, ACC is an option on some premium vehicles. It
detects the presence of a preceding vehicle and measures the distance as well as relative speed
using a forward-looking sensor, and it automatically adjusts the vehicle speed to keep a
proper range. In the event that the vehicle in front makes a lane change or speeds away, the
own vehicle accelerates till it reaches a preset cruising speed of the conventional cruise
control. Current ACCs only work in free-flowing traffic conditions on the highways on
single-traffic lanes that do not require merging. Over the next few years, their operating range
will be extended to include bumper-to-bumper and Stop&Go traffic. Even further in the future
is a system that can handle urban traffic situations. It will not only pay attention to the vehicle
in front but also take into account relevant elements of the traffic infrastructure and other road
users.25
3.1.1.2. Forward-looking radar
Forward-looking radar is used to determine when a crash is imminent; systems such as
Bosch's predictive brake assist can perform emergency braking independent of driver input,
helping vehicles stop short of colliding with the car ahead. 29
When telematics systems work on their own, they do not have as much information available,
which they can base their decisions upon, the result being more false alarms and less helpful
information for the driver. With greater integration the systems can be trusted with greater
responsibility and capability such as the ability to completely stop and start the car in traffic.29
3.1.1.3. Platoon driving
To achieve a safer traffic situation on the roads in the future, the cars can be connected
electronically. By letting the cars drive in colons the capacity and the safety of the roads can
be multiplied. Computers and cameras will take over the steering.
In Europe the next ten years, the traffic is expected to grow 30%. It is already too many cars
on the roads and a large increase in cars will be a big problem. Traffic experts and engineers
are looking at alternatives to new roads. By letting the cars drive closer together you can use
the capacity of the roads better. Normally a two lane road can take up to 2000 cars per hour
since there are large distances between the vehicles. If the cars can be electronically
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connected the amount of cars on that same road can be doubled or tripled. The average
reaction time for a human, from the point of noticing the danger to actuating the brakes, is a
second. Electronics can discover the danger in milliseconds and react just as fast. This makes
it possible to decrease the distance.
This technology is already under development. Experiments have been made as early as 1939
when General Motors tried to use radios to avoid accidents. In California in the 1990’s,
thousands of magnets where placed in the middle of the driving lane for the cars to follow,
computers kept the vehicles at the right track and let them roll close to each other. The
experiment was working but was still cancelled by the year of 1998. All over the world
scientists and engineers are still working on similar projects.
To register the distance to the next car, radar equipment is expected to be standard in vehicles
by short. The next step is to create a system for the cars to communicate with each other. This
is under development and not until the systems are built in to the vehicles, electronic
connecting of cars can be possible. The platoons drive themselves a meter apart, so that air
resistance is minimized. Investigations of platoon-driving suggests that up to 25 cars can be
involved in a platoon which can be made so flexible that vehicles can go in and out of the
platoon with out lowering the speed. Some car manufactures think that special car models will
be made for this technology, but most likely the models of today can be used with the systems
installed in them.
By the slipways on to the motorways scanners will be placed to check the vehicles for the
equipment needed for platoon-driving. Cars with that equipment can instantly slide in to the
platoon. The roadway has magnetized stainless-steel spikes driven one meter apart in its
center. The car senses the spikes to measure its speed and locate the center of the lane. This is
a reasonable investment that will margin of error of a few centimeters. The connected vehicles
will behave as a large unit and can move as fast as allowed while the driver can relax and
enjoy the view. Not only passenger cars can be connected in platoons. In Italy an experiment
has been successfully carried out with three trucks. Also buses can be electronically
connected.28
3.1.1.4. Competing technology - Brake lights
The brake lights on the vehicle helps the drivers know when a car is slowing down or
stopping. Brake lights are standard on vehicles and have helped prevent many accidents.
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From the year 1985 a center high-mounted stop lamp also became standard in all cars and
statistics have shown that rear impacts have been even further reduced. 24
3.1.2. Lane Change and Merge Collision Avoidance
One of the riskiest manoeuvres that a driver has to perform in a conventionalhighway system
is to merge into the traffic and/or to perform a lane changing manoeuvre. These accidents are
accounting for 1 in 25 of all crashes. Angle or sideswipe impacts are the most common
problems and require in-vehicle technology to help detect and warn drivers of vehicles around
them. 19
3.1.2.1. Lane Change Collision Avoidance systems
Lane change collision avoidance systems are designed to prevent crashes in lane
change maneuvers by alerting the driver to hazards to the vehicle in the adjacent lanes of
traffic. From previous studies, it has been determined that many crashes during a lane change
occur when the driver is unaware of a danger around their vehicle. Collision avoidance
systems detect surrounding vehicles that are in or entering a zone on the sides and behind the
vehicle, and notify the driver through the use of a warning signal. These can be in the form of
an auditory message (warning, hazard) or a visual symbol in the side or rear view mirrors. 26
One crash warning system has been tested at an
intersection along a four-lane divided express way in the
southern part of Minnesota. The system uses radar
detectors along the highway to measure gaps in traffic
and then flash road side warning sings to drivers on the
collector road, indicating whether it is safe to get onto the
highway. 27
3.1.3. Road Departure Collision Avoidance
The road departure collisions are mainly single-vehicle crashes - where the vehicle leaves the
road first and not because of a collision with another vehicle. Systems to avoid road departure
collisions will warn the driver when his or her vehicle is likely to deviate from the lane of
travel. These systems track the lane or road edge and suggest safe speeds for the road ahead.
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Future capabilities may integrate an adaptive cruise control function to adjust vehicle speed
for the shape of the road, based on input from a map database and
navigation system. Eventual cooperative communication with the
highway infrastructure or use of in-vehicle sensors to assess road
surface conditions (e.g., wet, icy, etc.) could improve the performance
of the system. 19
3.1.3.1. Road departure Avoidance systems
Systems to avoid road departure are mainly the same systems as for platoon driving; sensors
guide the vehicle and help it to stay in the center of the lane.
Other systems that help the vehicle stay on the road are stabillity-controll systems that are a
form of roll over prevention technology, these further discussed below.
3.1.3.2. Competing technologies – Road marks and roadrails
Markings on the side of the road can help the driver to know if she is approaching the verge.
The markings make the car bump when you drive on them.
To prevent the car from going of the road in an accident, railroads are placed by the side of
the verge.
3.1.4. Intersection Collision Avoidance
Research concludes that crashes of the nature crossing
path/intersection stands for 30 percent of all crashes. The problem of
intersection collisions requires systems that monitor a vehicle's speed
and position relative to the intersection, along with the speed and
position of other vehicles near by. Eventually the system may also inform other drivers about
impending violations as well as identify pedestrians and cyclists within an intersection. 19
The intersection collision problem needs infrastructure cooperation to work 100 percent.
While this service will be implemented first through in-vehicle systems but the information
from map databases and cooperative communication with the highway infrastructure will
increase.
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3.1.4.1. Intelligent intersections
Cooperative intersection collision avoidance systems consists of vehicle-based, infrastructure-
based and communication technologies and systems.21
A promising near-term deployable system for aiding drivers at signals in identifying when a
permitted left turn is unsafe; is intelligent intersections. Using multiple, detection and sensing
devices the system can identify and track vehicles approaching the intersection in real time.22
3.1.4.2. Traffic lights
Traffic lights help preventing intersection accidents by keep the traffic in order. Technology
have made the traffic lights more intelligent so the can sense when a vehicle is coming.
There are sensors buried in the road when a traffic light is coming up, that detects oncoming
vehicles. It is because vehicles are made of a lot of metal and the sensors react to that. Sensors
can be placed in the different lanes so that the traffic light knows if there is any car in the lane
for turning cars. It is also possible to put more than one sensor in each lane at different
distances from the traffic light to estimate if there is a few or many cars waiting. 23
3.2. Driver Condition Warning
Driver fatigue and drowsy driving are major problems in traffic safety today and figures
indicate that driver fatigue constitute a factor in 3 to 6 percent of all fatal crashes including
larger trucks and in 18 percent of single vehicle, large truck crashes. Approximately 100000
crashes occur every year by drowsiness or fatigue causing approximately 1550 people killed
and 40000 people injured in United States according to The National Highway Traffic Safety
Administration (NHTSA) estimations.31 In addition to these figures, more accidents are
believed to occur due to drowsy driving than the ones indicated by official reports. Another
interesting figure is that driver fatigue can be related with up to 40 percent of long haul truck
driver fatalities.It is definite that many things remain to be searched about the link between
driver fatigue and driver performance in addition to driver reactions to warning systems for
drowsy driver. It is certain that driver inattention is one of the major factors in many various
accident types and the link between drowsy or fatigue driving and driver inattention has a
significant possibility. Drowsy driving can be considered as a multi factorial event and main
contributors to it are sleep loss, long period driving and driving with low circadian rhythms
usually in the morning time and mid-afternoon.32
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Many surveys aiming to indicate the important portion of drowsy driving had results proving
the existence of the need to find an efficient solution for drowsy driving. In recent years,
various foundations and research groups try to address the problems in defining the drowsy
driving in a scientific way and researchers try to develop adequate various drowsy driving
detection algorithms. In order to develop an efficient algorithm, a reliable parameter to
measure drowsiness is needed.40 Among many physiological methods of detecting
wakefulness such as heart beat rate, rate variability, core body temperature and measurements
of eye, eyelid closure qualified as the most reliable and appropriate parameter of indicating
drowsiness. It was shown that PERCLOS which is defined as the proportion of a time interval
that the eyes were exclusive of blinks 80% to 100% closed, was strongly related with the
remaining indicators of drowsiness. Various other efforts about finding a link between driver
drowsiness and driving measures such as variations in lane keeping, steering inputs and speed
maintenance have shown that these parameters can be defined as a function of level of fatigue
so that they are considered as the promising ones. (Appendix H)
Driver condition warning systems which are considered to be near term services according to
the industry recommendations are able to detect driver fatigue and drowsiness by monitoring
driver eye movement. For alerting the driver, a warning sound is proposed to be used in order
to make the driver pull over and take a break. A crucial example to these systems is the
system that is being developed by US DOT. The system involves a real time onboard monitor
that measures the degrees to which eyelids cover the pupils over time which can be
considered as stated above, the best known indicator of the onset of sleeping.37
Figure 1: Example of eyelid closure occurrences of seven professional (bus and truck drivers)
participants per 10-second period, converted to a percentage in a research by FHWA
In addition, various technologies are also being developed to provide overall drowsiness and
alertness status by feedback mechanisms so that driver can figure better sleeping habits.
Determining if alertness can be restored or fatigue ameliorated by warning systems,
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identifying the range of feasible warning options and testing these options to determine the
most effective approach are three crucial points in the applications of these kind of warning
systems.38 These systems can even be able to prevent the engine of the car from starting in
cases of unconciousness due to drugs, drinks and drowsiness.
The initial target of programs developing these systems is the commercial trucking segment
for four major reasons38;
• Extensive night driving in commercial driving
• The need to minimize fatigue related crashes among paid drivers
• The high cost of commercial vehicle crashes
• The relative affordability of such systems for high value heavy trucks
Commercial vehicle drivers can drive up to 10 hours continuously without taking a break.
Due to their potential for greater mileage exposure and some other factors such as night
driving, their risk of being involved in a fatigue related crash is definitely greater than that of
a non commerical drivers. Although commercial vehicle drivers represent only about 4
percent of the drivers involved in known fatigue related crashes, their risk is higher. Another
interesting point is that various crash factors such as alcohol, speeding and other unsafe
driving acts are less likely to take place during commercial driving and less significant than
fatigue.39
In order to have a successful monitor, the research and development challenges such as low
cost, true unobtrusiveness, an acceptable false alarm rate, the non-disruption of the primary
task of driving, compatibility and synergy with other intelligent vehicle initiative crash
avoidance countermeasures should be considered.
Considering the recent work in driver condition warning systems, they can be classified as
vehicle to occupant telematics systems but with the ongoing development of these systems,
they can easily turn out to be both vehicle to occupant and vehicle to center telematics
systems. A driving condition system warning the driver about the drowsiness situation can
definitely turn to be a system that is able to warn centers that might be responsible in case of
drowsy driving such as a nearest headquarter of the commerical vehicle company. By this
way driver condition warning systems might also be able to warn responsible people about the
condition of their drivers via advanced communication methods and in this case for instance a
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bus company or a truck company headquarter might be able to take the decision directly to
send a more suitable driver for the rest of the operation.33
3.3. Safety Impacting Services
The area of safety impacting services is the result of the increasing concern indicating that the
increasing number of safety and convenience systems which are being deployed in vehicle
systems may have a safety impact. IVI( Intelligent Vehicle Initiative) program is interested in
the safety impact of combining systems and the resulting impact on the driver since 90
percent of the crashes are due to driver errors. Systems that can be combined involve;
• Road guidance and navigation
• Adaptive cruise control
• Automatic collision notification
• Cellular telephone
• In-vehicle computing
• Control assistance for transit buses
• Vehicle diagnostics/prognostics for commercial and transit vehicles
In recent years, the distraction potential of intelligent vehicle systems have also been
considered as a crucial topic to focus on. Initially, research to find out the existence of the
potential of the combination of the above systems for danger creation should be
accomplished. As a result of this research, systems should be developed to work properly in
terms of assistance and distraction prevention.
Taking into consideration the results obtained from one reliable research, one appropriate
alternative is to use voice regognition technology instead of visual-manual methods.
3.4. Infotainment
With more electronic information and entertainment systems being designed into vehicles,
there comes an increasing need for the types of analog devices found in consumer electronics
products as well as specialized devices that tie the systems together and distribute the content
to the users.
Innovations in automotive electronics have become increasingly complex, resulting in high-
end vehicles containing more than 70 electronic control units and offering a variety of
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functions to the driver. In-vehicle telematics and infotainment systems provide services like
digital radio, broadcast services, television, and MP3 audio. Key customer requirement in
infotainment and telematics area is "simplicity to avoid driver distraction". Solutions should
have highly optimized user interface and be connectable and upgradeable. Future applications
and services will integrate information sources available outside and inside the car, requiring
vehicle systems connected with in-vehicle consumer electronics devices and the outside
world. In order to realized the vision of an intelligent networked car, connected with the
environment and providing the driver with information according to his demands, common
efforts towards car manufacturer and supplier spanning standards for data exchange are
required. 1
Infotainment, telematics and mobile commerce applications are expected to emerge as the
major application areas for Bluetooth, WiFi and WiMax. High-end luxury sedans and SUVs
are also expected to emerge as the first vehicle segments to adopt these technologies in North
America. The Telematics Research Group predicts there will be more than 105 million
telematics-enabled automobiles on the roads worldwide between 2006 and 2010. The study
indicates that the coexistence of multiple wireless network technologies in light vehicles will
catalyze the market's growth as the market matures.9
Diagram 6: Infotainment system
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To support the multitude of services that can be provided to the driver and passengers and
ensure an affordable device cost, car infotainment and telematics device developers must use
a proven and integrated software. By standardizing on a software platform like Platform CI
(car infotainment), suppliers can effectively eliminate baseline development concerns and
have all the foundation to develop highly reliable car infotainment products to focus on their
core business of developing new, innovative and affordable devices.
Communication: Under-the-hood and above the hood communications like IP-over-1394/,
Bluetooth stack, car telephony, client server applications, HAVi & OSGi standards
Embedded Software: Embedded graphics, image processing, and development of GUIs,
multimedia browsers, EMS/MMS utilities and internet access utilities with tight integration to
target hardware and signaling components
Host-based Application Software: Navigation systems like map matching algorithms,
navigation algorithms, vehicle monitoring tools, media servers
DSP Software: Audio/video codecs and multimedia system layer protocols embedded targets
3.5. Vision Enhancement
In 42% of all vehicle crashes reduced visibility is an important factor. One third of these
crashes involve single-vehicle roadway departure and one fifth is rear-end collision incidents.
Further, more than one half of pedestrian incidents occurs at night and includes reduced
visibility as a significant factor. Reduced visibility can be
caused by lightning and weather conditions, e.g. glare, dawn,
dusk, rain, snow, fog and of course darkness. Other dangers
besides reduced visibility that can occur while driving by
night include fatigue, drowsiness, blurring of peripheral
vision and impairment in judgement of distances and
movements. The numbers behind these statistics do - because
of that - not reveal how many accidents occurred because of
lack of visibility, but introducing an effective and easy to use
system to enhance the driver’s perception would help prevent
accidents and ultimately reduce fatalities and injuries for
drivers, cyclists and pedestrians.11
Figure 2: Night vision
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Vision enhancement systems (VES) help drivers by providing an augmented view of what is
ahead. The systems can be divided into two broad categories: first, those systems that depend
upon natural or infrastructure-based illumination. And second those that depend on additional
illumination from the vehicle. Infrastructure-based systems use reflective materials on
pavement marking, road signs and other fixed roadside objects to provide an enhanced view.
On the other hand, vehicle-based systems use a suit of sensors and equipment to improve the
view through an in-vehicle display. The focus in this report is on vehicle-based systems.
VES for cars may be based on different principles for example infrared (IR), ultrasound or
radar. Nowadays most of the systems use IR technology, mainly because these systems offer
an inexpensive system solution. Recently developed uncooled IR-technology does not need
cooling to liquid nitrogen temperatures (80K). Systems based on such detectors seem to be
very reliable. IR technology gives the driver both a longer and a broader field of view.12
Cadillac introduced the first night vision system on the 2000-model year DeVille. That system
was an evolution of military technology developed for Desert Storm. An infrared beam
projected from the front of the car detected heat from the objects ahead. With this information
a monochromatic image was created and projected onto a heads-up display in the windshield.
The system offered important improvements over traditional headlights, but had also some
drawbacks. The infrared beam was most effective at detecting those objects which emitted the
most heat, e.g. pedestrians, animals and other moving vehicles. But it was not satisfying at
detecting other objects in the road and there was still a question of durability in extreme heat
and cold. Because of that drivers didn’t trust this new technology.
The next manufacturer that introduced a VES was Lexus. This new system produced clearer
images and was much better in detecting objects. The Lexus system added two near infrared
beams that worked with a camera in the grille and a dedicated computer. This new technology
helped to detect objects that didn’t radiate heat. Like Cadillac, the Lexus system uses a heads-
up display, which projects the night vision image in the lower section of the windshield.14
One of the latest VES was introduced by Mercedes-Benz. Their night vision assist is available
as an option of the fully-loaded 2007 S550 sedan. The system operates off two infrared
projector beams mounted in the headlamps, and a camera in the windshield. The road ahead is
bathed in infrared light (blue area in Figure 3), so the infrared beams capture objects that
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would not be detected by a heat-sensitive infrared system. The camera and the monitor are
also replaced. Instead of placing the camera behind the grille, like Cadillac and Lexus did, it
is now mounted in the windshield. The camera is now less susceptible to damage from debris,
extreme temperatures or collision. Removing the monitor from the windshield in the middle
of the instrument cluster prevents line-of-sight obstruction. The infrared headlamps activate
automatically whenever the car is moving forward at night. The system enables drivers to
detect pedestrians in the roadway far beyond the reach of the bi-xenon headlamps. In tests
accomplished by Mercedes-Benz the system
detected a test dummy in white clothing 65 meter
ahead of the vehicle and a dummy in dark
clothing 50 meter ahead. On the other hand the
headlamps detected the corresponding dummies in
52 and 21 meter.14 There are several other
companies starting now to work on NVE. For
example BMW introduced NV on their new
7series using FIR Technology.
The University of Linköping accomplished three experiments looking at the effects of Night
Vision Enhancement Systems (NVES) on driving performance, with differences in image size
ratio, lateral position and direct/indirect viewing as
parameters. They found out that drivers who use a NVES
gained time to assess a dangerous situation and solved the
problem better than drivers without such a system.
Looking at the image size ratio of the display they came
to the conclusion that a 1:2 display ratio resulted in better
anticipatory control without any adverse effects from
differences in recognition distances.
Figure 3: Mercedes-Benz night vision assist
Figure 4: Night vision display ratio
In their last experiment they compared a virtual display to a direct viewing Flat Panel. The
results showed some differences between the two types, although they were small compared
to the effects of learning.
After all results were analyzed they confirmed that NVES have an indisputable improvement
in the driver’s anticipatory control, and hence have considerable safety potential.13 As a
positive side effect they also found out that drivers using VES don’t drive faster than those
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driving without the system what could have been expected. Another significant advantage of
IR based VES is that drivers of oncoming vehicles are not blinded by the infrared system.15
Nowadays the only disadvantage of such systems is the price. For example the base price for
the Mercedes-Benz S550 is around 72 000 €. The additional package that includes night view
assists costs 5500 € extra. The only two models that include the night view assist in their base
price are the S65 AMG and S600. But both cars have price tags well over 85 000 €.
3.6. Vehicle Stability
About half of the fatal passenger vehicle crashes that occur each year involve a single vehicle.
A study of the U.S. National Highway Traffic Safety Administration (NHTSA) found that
equipping cars and commercial vehicles with vehicle stability controls could reduce this
number of such fatal crashes by more than the half.18
Vehicle Stability Enhancement Systems (VSES) are a computer-controlled system that help
the driver retain or keep control of the vehicle during extreme cornering or when driving on
dangerous surfaces like ice, snow and wet and uneven ground. The systems also help keep the
vehicle under control when a driver makes sudden lane changes or is involved in other
emergency manoeuvres. As there is a conflict between stability on one hand and
manoeuvrability on the other hand one has to find a compromise, and balance both to the
intended use of the vehicle. With the development of sensors, actuators and computers
stability and automatic control became linked.16
Most of the active stability control systems are developed on the Antilock Braking System
(ABS) and Electronic Stability Program (ESP). They also use Traction Control along with
technology from aerospace. The most common way to keep vehicle stability is selectively
applying the brakes at individual wheels. The rotational speed of the wheels, the throttle
position and the steering angle yaw (turning motion) are compared by a microprocessor. With
this data it is possible to detect if the vehicle has a sudden lost in grip on one side and begins
to be unstable. If such a case occurs the microprocessor sends immediately signals to the
brakes and throttle to help the driver keeping control over his car. Engine output may be
reduced and wheels may be separately braked to help restore control.17
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Figure 5: Detection of slipping and skidding
In principle, there are several other ways to change the stability properties of an automobile
besides selectively applying the brakes at individual wheels. It is also possible to steer the rear
wheels of a car using actuator and a controller responding to sensed deviations of motion
from a reference vehicle response. Recently, the trend toward various types of drive-by-wire
has resulted in the production of active steering systems but most of these systems have acted
on the front wheels.
In an active steering system the road wheel angels can be controlled by a combination of
driver and computer input. This means that the response of the vehicle to steering wheel
inputs can be varied. Effects due to changes in load, tire pressure, or surface traction which
usually would cause different steering response could almost be neglected by an active
steering system. A simple example is speed-dependent steering, now available in many
automobiles. At slow speed, the steering is made more responsive so less motion of the
steering wheel is required but at high speeds the steering ratio is made slower so that the
driver does not feel that the car reacts too violently.
It is still preferable if the operator controls the vehicle. Because if an unstable vehicle may be
stabilized actively but there occurs a failure in the control system
the driver should still have the possibility to correct the failure in
the system. One should also not design very dangerous vehicles
and rely on an active control system to correct its bad behaviour.
But there is still a big market for electronic stability control.10
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The NHTSA study found a 35 percent reduction in single-vehicle crash risk for cars and a 67
percent reduction for SUVs. Current efforts are focused on commercial vehicles, as their
higher centres of gravity and coupling points make them more vulnerable to jacknife or
rollover. Because heavy vehicle instability often results in rollover, there is a huge potential to
cause serious damages to driver and vehicle.17
Two different systems have been identified by NHTSA to help reduce the incidence of heavy
vehicle rollovers. The first is a Roll Stability Advisory System (RSA). It measures the
rollover stability properties of a typical tractor-semitrailer as it is operated on the roadway and
provides the driver with a graphical depiction of the vehicle’s loading condition relative to its
rollover propensity. The second one is a Reward Amplification Suppression System (RAMS).
It is an active brake control system coupled with an Electronic Brake System (EBS). It
selectively brakes the wheels to stabilize the vehicle. These systems provide a small but
significant improvement in aiding the drivers.
The next step should be to integrate these systems with roadway geometry mapping to make
the systems more effective as proactive crash warning and crash avoidance systems.18
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4. Discussion
Telematics is solutions based on information flowing to and/or from a vehicle. Today a
telematics enabled vehicle is supposed to have 2-way communications, a location sensing
device and a control unit. At this point vehicle-vehicle or vehicle-environment networking is a
challenging issue for interface matching. Manufacturers and service providers should agree to
provide some criterions on application level for data exchange in order to have flexible
solutions. Widespread implementation follows the approval of standardized common
interfaces and protocols. A system platform, providing an execution environment that installs
and executes applications, might be the solution.
Driving is already a multitasking effort, and telematics increase this effort. A perfect
telematics interface should be revertible and let the driver be hands free, eyes on road. Speech
recognition technology improvement becomes crucial at this step. As the extensive
improvements in computing and networking (more powerful, small and robust mobile
processors and storage solutions) have been made, new applications and services for
networking within the car and between car and environment can be developed.
Remotely collected data from vehicle is useful feedback for the auto insurance industry,
healthcare industry and for public safety agencies as well as for manufacturer in identifying
reliability problems quicker. The benefits of telematics data transfer will be understood better
in future as its consequences on automotive design become clear. Traffic information that can
modify driving behavior and better utilize public roads will be another important telematics
application. Telematics customers and applications have major regional variations that are
driven by geographic, social and technology adoption differences. Right now navigation is the
main application on use for telematics, however safety and security is expected to grow
immensely in future, as well as entertainment and tracking systems. It already is popular in
U.S. market and will become so in Europe, Japan and other regions. Asian value brands are
adding these features at a rapid pace.
Nine of ten accidents are caused by human errors, never the less do the scientists believe that
overcoming our fear of letting the electronics take the responsibility will be the biggest
obstacle. But if the drivers are convinced of the benefits other advantages can be made, for
example with platoon-driving the air resistance will decrease so much that drivers can save up
to 25 % fuel. Apart from the technical challenges of developing driver assistance systems,
questions remain how they will affect the driver. Will the driver still be alert enough to
intervene and take over control from a semiautomatic system when required? Will he drive
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more reckless because he comes to rely on the driver assistance systems? All these issues
remain to be examined, case by case.
One difficulty with introducing large new systems is that no one will buy cars equipped with
the system unless there is a network that can accommodate them, and no one will build the
network until there is sufficient number of such vehicles on the road. Platoon driving cannot
mix well with regular traffic. For this reason, most research is aiming for intelligent vehicles.
Those cars can assist the driver in mixed traffic, and are thus likely to be deployed sooner.
The roadways of today are not made for having several times as many cars on a piece of road
as is possible with manual control. Freeway interchanges would have to be rebuilt, and
enormous parking garages would be required to accommodate the massively increased
number of cars.
In terms of driver condition warning systems, a crucial topic that should be covered is the
border of warning systems. Warning only the occupant can be considered to be inadequate
whereas warning a responsible headquarter and changing the characteristic of the system from
vehicle to occupant to vehicle to center system might turn the system into a more telematics
related system. For the future applications, ongoing research for improving the existing
systems might also be extended to cover problems such as limits of driver condition warning
systems. Another crucial point that should be considered is the integration of increasing
number of safety and convenience systems which are being deployed in vehicle systems may
have a safety impact. According to the results of some specific research, voice recognition
technology and its integration should be emphasized more as the best alternative to the
conventional systems so that distraction due to increasing number of systems onboard can be
reduced.
Car manufactures have often the tradition of filtering their technology down to its more
affordable models. In that case, the VES may go a long way to make the road a safer place for
motorists, cyclists and pedestrians. And drive-by-wire systems are uncommon in cars. The
main reason is that cost and complexity considerations are extremely important for most of
the automobiles except the most expensive ones. Secondly, there are a number of laws
relating to automobiles that vary from continent to continent. This could make some of the
active safety systems illegal in certain parts of the world. The law in some countries requires
that there must be a direct mechanical connection between the driver’s steering wheel and the
road wheels. For car manufactures it is not a profitable business to adapt their products to
every market.
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5. Conclusion
Today telematics enabled vehicles use navigations systems for location acquiring and traffic
condition predicting and so on. And they are most commonly used in north USA and Canada.
However safety and security usage of telematics is improving as the European and Asian
markets put telematics services in their agenda. The benefits of telematics data transfer will be
understood better in future as its consequences on automotive design become clear, depending
on the feedback from data collection systems.
The telematics collision avoidance systems of today are small local systems like Adaptive
Cruise Control or Forward Looking Radar, like Bosch’s predictive brake assist. The systems
work individually. The future of telematics collision avoidance system will be integration of
different systems to make them work together towards driverless cars e.g. platoon driving.
Systems such as driving condition warning systems aim to be implemented in the commercial
vehicles initially due to the larger frequency of warning cases among the commercial vehicle
drivers but with the developments in this area and decreasing technology costs, similar
systems will take their place in the passenger cars also and by this way condition warning
systems can also be extended in passenger cars via telematics for instance by communicating
the nearest police officer to take care of the drowsy driver and giving information about his or
her condition. There is no doubt that there is a necessity for these kinds of systems but it is an
issue of time and cost basically.
Considering the safety impacting services, there should definitely be an optimization in terms
of providing safety, assistance and minimizing driver distraction. After solving this
optimization problem, safety impacting is definitely going to reach its aim.
New applications and services for networking in-vehicle, vehicle-vehicle and vehicle-
environment which have not been possible so far are being realized as the extensive
improvements in computing and networking, have been made. Consequently, the future of
automotive industry shares the path of telematics.
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Appendix A- Telematics Approaches
Features Advantages Comments
Cell Phone Centric
Hands-free IF
Speech recognition
IF to radio
Customer need
Low cost solution
Rapid intro
Strong aftermarket
May be mandatory
Bluetooth growth
Navigation Centric
Navi with traffic
info
Cell phone HFI
Customer need
Time/cost savings
Costly solution
PND emerging
Safety & Security Monitored services
CAN & concierge
Save lives & cost
Peace of mind
Big investment
Long payoff
Auto Centric
Remote
diagnostics
Software upgrades
Cost savings
Pays for itself
Often with
safety/security
GPS Tracking Location tracking
Many applications
Cost savings
Productivity gain
Commercial TM
For fleet ops
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Appendix B-Telematics I/O Technologies
Type Function Technology Comments D
ispl
ays Driving information
TM system info
Convenience info
Active matrix LCD
Organic LED/EL
Vacuum fluorescent
Small safety-related
displays needed in front
of driver
Larger TM displays
needed for convenience
applications
Hea
d-up
Dis
play
Projects driving info
on front windshield
LCD & image source
Scanning Photonic
System
HUD needs imaging
source and a projection
device
Spee
ch I/
O
Driver commands
Content reading
Warning & alerts
Speech recognition SW
Text-to-speech SW
Pre-recorded speech
Hands-free issues are
making speech
technology very
important for telematics
Inpu
t
Con
trol
Driver selections of
functions & options
Multifunction switches
Haptic controls
Multifunction
controllers are
controversial due to
learning time
Bio
met
ric Driver identification
by comparison to pre-
recorded pattern
Finger print
Voice recognition
Face or eye recognition
Finger print technology
is most viable for
telematics applications
Face recognition
emerging
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Appendix C-Telematics Trends
Trends Comments3
In-Vehicle
Telematics
Becoming standard
Built-in handset interface
Multifunction systems
Telematics data has value
GM in USA, Fiat in EU
EU leads, growing elsewhere
With radio, navi, head-unit
To OEM, driver, 3rd parties
Mobile
Device
Integration
Driven by HFI mandates
Focus for many OEMs
Substantial aftermarket
Multifunction handsets
Many countries, USA states
Will become OEM standard
Pioneered by aftermarket
Navigation to be important
Wireless
Tech
Handset Bluetooth
3G becoming mainstream
Wi-Fi as local broadband
WiMax to emerge by 2007
DSRC to emerge by 2010
EU leads, growing elsewhere
Deployed in Japan, Korea
Home WLAN, access points
Mobile WiMax 2009-10
Roadway-auto, auto-auto
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Appendix D-Existing and New Telematics Wireless Communications Links
Name Frequency Description Comments7
AM and FM radio
540 – 1680 kHz 88 – 108 MHz (Worldwide)
Broadcast audio, AM used primarily for talk radio and live sporting events, FM for in-car music entertainment
AM radio was the original “wireless application”, will always be standard equipment
Analog cellular telephone
824 – 894 MHz (North America)
AMPS is the original analog cellular standard, used today as backup system in areas where PCS is not available
With roadside safety being a consumer demand, OEMs consider AMPS as basic minimum coverage
Digital cellular telephone
890 – 960 MHz (Europe)
GSM is the main mobile phone standard in Europe today
Will be basic minimum for European telematics-equipped cars
Global Positioning System
1575 MHz (Worldwide) (Rx Only)
GPS is a satellite-based position location system, providing current vehicle latitude, longitude, altitude and speed
Fundamental to any location-based auto safety service or navigation/street mapping system
Digital PCS/3G telephone
1850 – 1990 MHz 1885 – 2025 MHz
CDMA, TDMA, and GSM are the three main North American PCS standards. W-CMDA and CDMA2000 will be the worldwide 3G standards.
PCS and European GSM referred to as 2G, now implementing 2.5G today for digital data phone service. .
Digital Satellite Audio Radio System
2.32 – 2.345 GHz (U.S.)
DSARS is a new radio system based on a satellite link; will provide nationwide radio service by subscription
Modeled after PPV TV, $10/month subscription for nationwide, commercial-free radio coverage
Wireless Local Area Networks
2.40 – 2.497 GHz (Worldwide)
Bluetooth and 802.11b are the main two standards for Wireless Local Area Networks (WLANs)
Bluetooth could be used for low data rate applications such as keyless remote entry and garage door openers.
High data rate WLAN
5.15 – 5.35, 5.725 – 5.875 GHz (Worldwide)
802.11a is a new WLAN standard in the new U-NII 5 GHz frequency band. HiperLAN 2 is the approved European standard
Capable of providing up to 54 Mbps, it is a high data rate extension to the 2.4 GHz standards
Dedicated Short Range Services
5.85 – 5.925 GHz (U.S.)
Developed by the Department of Transportation, DSRC will be part of the DOT’s Intelligent Transportation System (ITS)
Will be used for such applications as real-time traffic congestion information as well as wireless toll both collection
Collision Avoidance Systems
76 – 77 GHz (Worldwide)
Type of low power Radar system, capable of detecting and tracking objects and other vehicles
Warns drivers of hidden objects in close proximity when backing the vehicle, as well as working with Adaptive Cruise Control Systems
Forward Imaging Sensors
Infrared Light Visible Light (Worldwide)
Separate sensors provide both visible and infrared forward image sensing capability
Infrared systems allow faster nighttime recognition of people or animals in the road ahead; visible systems detect/track travel lanes, also part of Adaptive Cruise Control Systems
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Appendix E-Regional Telematics Snapshots
USA Europe Japan3
Mar
ket
Cha
ract
eris
tics
Homogenous market
Large land mass
Open road travel
Annual sales 16.8m
58 autos per sq./mile
Multiple languages
Multiple cultures
Inter-country travel
Annual sales 17.1m
92 autos per sq./mile
Homogenous market
Difficult navigation
High density travel
Annual sales 4.5m
494 autos per sq./mile
App
licat
ions
Safety and security
Handsfree phone
Navigation & POI
Entertainment
Device integration
Navigation & Traffic
Travel portals & POI
Handsfree Phone
Entertainment
Device integration
Navigation & Traffic
Content Portal
Advanced POI
Entertainment
Safety and security
Cur
rent
H
ardw
are
Solu
tions
Multifunction headunit
Embedded TCU
Bluetooth
Device interfaces
Navigation headunit
SIM Access or SAP
Bluetooth
Device interface
Multimedia navi headunit
DCM, cable, BT
Graphics-intensive processing
HDD and other storage IF
Mar
ket
Stat
us *Navigation sales 1.2m
**Telematics sales 3m
*Navigation sales 2.7m
**Telematics sales 1.7m
*Navigation sales 3.6m
**Telematics sales 0.87m
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Appendix F-Telematics Applications by Countries
Approach Leaders Others
USA
Safety/Security
Cell phone HFI
Navigation
Auto centric
OnStar: S/S, AC, CP HFI
BMW: CP HFI, S/S, navi
M-B: CP HFI, navi, S/S
Honda: Navi S/S, CP HFI
Chrysler: CP HFI, navi
Toyota: Navi, CP HFI
Ford: CP HFI, navi
Nissan: Navi, CP HFI
Eur
ope
Cell phone HFI
Navigation/Traffic
Infotainment
Safety/Security
BMW: S/S, navi, CP HFI
M-B: Navi, CP HFI
PSA: CP HFI, navi
Fiat: CP HFI, navi, S/S
GM: CP HFI, navi
Volvo: CP HFI, navi, S/S
Toyota: CP HFI, navi
VW: CP HFI, navi
Japa
n
Navigation/Traffic
Cell phone HFI
Infotainment
Honda: Navi, CP HFI
Nissan: Navi, CP HFI
Toyota: Navi, CP HFI
BMW: Navi, CP HFI
Mazda: Navi, CP HFI
M-B: Navi, CP HFI
Kor
ea Cell phone HFI
Navigation/Traffic
Safety/Security
SK NATE: Navi, CP HFI
Mozen: S/S, CP HFI, navi
K-Ways: Navi, CP HFI
LG Ez Drive: Navi, CP HFI
EverWay: S/S, CP HFI, navi
R-S INS: S/S, CP HFI, navi
Oth
ers Cell phone HFI
Navigation
European luxury brands
Other luxury brands
Australia: Holden, Toyota
Taiwan: Nissan
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Appendix G-TRG Technology Index-Select U.S. Brands
[2006 and 2007 model year distribution normalized to the market leader]3
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Appendix H-Collected Response Variables from a Research by NHTSA
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