Automotive Telematics

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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
Automotive Telematics
An Introduction to the Technical Aspects of

Automotive Telematics with Reference to
Business Model and User Needs
Axel Fuchs
MOTOROLA
Society of Automotive Engineers, Inc.
Warrendale, Pa.
Copyright © 2002 Motorola, Inc. eISBN: 978-0-7680-7100-9

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
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ISBN 0-7680-0976-6
Library of Congress Control Number: 2001099451
Copyright © 2002 Motorola, Inc.
SAE Order No. T-105
Printed in the United States of America.

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
iii
Chapter 7 Challenges and Future Research 85

Driver Distraction and Human-Machine
Interface (HMI) 85
Life-Cycle Disparity 87
Communication Networks 87
Distributed Applications 89
Telematics-Assisted Safety Systems 91
Acknowledgments 93
References 95
List of Acronyms......... 101
About the Author 107
iv
Executive Summary
This book discusses automotive telematics from a technical perspec-

tive, with reference to the business model and to the value for
the user. Automotive telematics is a concept that combines telecom-
munications and computing (informatics) technologies to connect vehicles to
a communication infrastructure. This enables car manufacturers and service
providers to provide services to consumers and commercial users by
exchanging information among vehicle systems, attached consumer electron-
ics devices, and telematics service centers. The telematics market is in its
infancy today, and many players are trying to determine the right business
model in the quest for a big return on investment. Market forecasts suggest
that telematics solutions will be a $20 billion global market by 2007.
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.
V
Telematics systems are complex and require synchronization of systems and

devices that originally were not designed to work together. The end-to-end
system framework has three main entities: the in-vehicle system, the infra-
structure, and the service center with its voice and data portals. These enti-
ties provide critical capabilities, such as wireless communication, positioning,
and application computing. They work together through well-defined com-
munication protocols and system interfaces. Telematics services are based on
a variety of enabling technologies, including satellite-based positioning,
cellular communications, digital broadcast, multimedia communication
buses, audio and speech processing, distributed computing, wireless local
area networks (WLAN) such as IEEE 802.11, and wireless personal area
networks (WPAN) such as Bluetooth.
Telematics services fall into the categories of communications, convenience,

customer relationship management (CRM), infotainment, product feedback,
productivity, and safety and security. For each service that a provider wants
to offer, a use case is needed to describe how a user interacts with the system
and to identify which stakeholders and system entities are involved. Sce-
narios that explicitly outline the logical flow of events required to deliver a
service characterize each use case.
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.
vi
Multitudes of telematics products exist today, and new technologies increase

driving safety and reduce driver distraction. However, challenges remain in
the areas of human-machine interfaces (HMI), life-cycle disparity between
consumer electronics and automotive electronics, and seamless service deliv-
ery over a variety of communication channels. Significant usability research
and human factors design efforts are targeting the optimization of the human-
machine interaction. Plug-and-play technology, such as Bluetooth wireless
connectivity, or standardized vehicle buses aim to minimize the life-cycle
disparity. Other research activities focus on the integration of cellular commu-
nications, broadcast networks, and ad hoc networks. In addition, distributed
computing technologies are giving consideration to the issue of enhanced
service delivery. Finally, automakers want to marry telematics with other
safety and convenience systems in cars. For instance, new research is explor-
ing the use of positioning capabilities coupled with digital maps for equipping
onboard safety systems with location awareness, vehicle-to-vehicle communi-
cation, and vehicle-to-infrastructure communication.
vii
Chapter 1
Introduction
The word "telematics" is derived from TELEcommunication and

inforMATICS (information technology). Telematics combines the
power of information technology with advanced telecommunication
technologies.
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.
Automotive telematics systems connect vehicles to a communication infra-

structure to provide services to users. This involves exchanging information
among vehicle systems, attached consumer electronic devices, and telematics
service centers.
Vehicular communications started in 1921 with experimental radio telegraph

installations. Since Motorola's invention of the first AM car radio in the
1930s, people's desires to have information delivered to their cars and to
have the ability to communicate with others outside their vehicles have
increased steadily. In the late 1930s, Motorola installed the first mobile
communication radios in police cars, using modified car broadcast radio
designs. In 1942, two-way capability began to be added to most police cars
in most regions. In 1947, the Citizen Band (CB) radio was created in the
27 MHz band. Since the early 1950s, the CB radio has brought mobile
wireless communication to the consumer, allowing drivers to communicate
with nearby vehicles. Telematics-like applications were developed as early
as 1967, when General Motors Research Laboratories presented its
CB-radio-based Driver Aid Information Radio System (DAIR), and Ford
presented its Ford Radio Alert system [1, 2].
1
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].
2
By 1989, Bosch Blaupunkt developed the first GPS-based autonomous navi-

gation system. In 1996, Ford and Motorola launched the first telematics
product, which supported the Lincoln RESCU service provided by ATX
Technologies. Today, General Motors has shipped more than 2 million
vehicles with On-Star telematics systems.
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.
3
Chapter 2
Value Chain and Business

Model
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.
The consumer's needs include the following:

• The ability to communicate hands-free in the car environment. This
feature is driven by existing and pending regulations in several
countries and states, which restrict the use of mobile phones in the car
environment.
• The demand for enhanced safety and security through fast-response
emergency services, as well as asset protection. The consumer values
telematics safety services in the same way that he or she values the air
bag as a basic life-saving feature.
• Convenience services that provide the consumer with all types of
relevant information, such as directions, traffic information, points-
of-interest information, hotel reservations, and roadside assistance.
• Infotainment services that help the consumer to enjoy the trip. These
services can range from news, sports, and business information to
books on tape and audio entertainment. Backseat riders are interested
in video entertainment as well.
5
Figure 2.1 Value generation by stakeholder group.
The commercial user's needs include the following:
• Enhanced productivity with asset and fleet management systems.

Fleet operators want to see instantly the status of their vehicle fleets
and manage their businesses in real time, based on their customers'
needs.
• The ability to protect the fleet assets by monitoring the location of the
vehicle and checking the functional status through remote diagnosis.
• The ability to communicate hands-free in the car environment and to
use the vehicle as a mobile office with e-mail and fax communication
capabilities.
The service provider's needs include the following:
• The ability to enhance the relationship with its customers by using

good customer relationship management (CRM). The key is to attach
6
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 vehicle manufacturer's needs include the following:
• Enhanced customer relationship management (CRM). The focus of

the vehicle manufacturer is to provide support services around the
vehicle and to create a communication link to customers. This allows
the vehicle manufacturer to monitor its products and to respond faster
to potential malfunctions. In addition, the vehicle manufacturer may
use vehicles in the field as a way to constantly improve the product
design and to automate maintenance processes. In the future,
telematics may be used to update and personalize vehicle systems
such as the engine controller, the chassis control, and the body control
functions.
• 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
7
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:
The terms in the perceived value equation can be defined as follows:
• Utility is a measure of how useful the service is to the consumer or

commercial user. It determines how the service makes the user's life
easier, increases the user's productivity, or enhances the user's safety
and security. The service also may entertain or help the user to
socialize.
• Quality determines how reliable and relevant the service is. Is the
information timely, correct, and consistent? Does the in-vehicle
device work reliably? How is the support for the end user?
• Uniqueness determines how distinct the service is. Are there
alternative ways to obtain the same service at lower or no cost?
• Ease of use determines how easy and safe it is to use the service. Does
the user have to enter complex commands at a badly defined user
interface, or does a simple press of a button suffice to deliver the
service?
• Customization determines how personalized the information is. Does
the user receive the right information at the right time and in the right
place? Can the user set his or her preferences, or, better yet, can the
system learn the user's preferences?
• Desirability determines how attractive the service and the device are
for the consumer. A high-tech solution may attract early adopters,
whereas a simple solution may attract general consumers. There may
be different tastes concerning the styling of the in-vehicle device.
8
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:
9
1. The purchase price of the in-vehicle device

2. An initial service activation fee
3. A monthly usage fee
4. A pay-per-use fee, which could be billed for a certain service by
transaction, by time consumed, or by amount of data transferred
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.
10
Figure 2.2 Telematics value chain.
Service providers offer telematics services to consumers and commercial users

either under their own brands or through the brands of vehicle manufacturers.
There may be multiple tiers of service providers. For example, the primary
service provider can subcontract portions of roadside assistance services to
others, or tie in services provided by insurance or lease companies.
Communication providers offer access to the wireless and wired communica-

tion infrastructure. Many of these companies also operate directly as a
service provider to the consumer or the commercial user.
Application providers provide back-end or distributed applications. In some

instances, they also offer a portal for these applications, which may be reused
by the primary service provider.
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]).
11
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.
Hardware component suppliers provide the silicon solutions, board-level

products, or subcomponents for the in-vehicle device or the back-end infra-
structure.
Software component suppliers provide software building blocks such as

operating systems, communication protocols, or software frameworks.
The in-vehicle device suppliers design, build, and integrate the in-vehicle
devices for either the vehicle manufacturers or the service providers.
12
Chapter 3
Telematics System View
The purpose of an automotive telematics system is to deliver informa-

tion services to either consumers or commercial users. It consists of a
mobile subsystem, which may be integrated into a vehicle, and a
back-end infrastructure.
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
Figure 3.1 Telematics end-to-end system framework.
13
required to deliver telematics services to consumers and commercial users.

The core element is the in-vehicle telematics system, which is connected to
the back-end infrastructure, to other vehicle electronics systems, and to
consumer devices.
The in-vehicle telematics system consists of a telematics control unit (TCU)

and a telematics driver interface (TDI) or head unit (HU). This is a functional
partitioning that can result in various physical device configurations, as shown
later in this chapter. The TCU handles the communication to all communica-
tion links, such as vehicle control buses, multimedia buses, wireless local area
network links (WLAN; e.g., IEEE 802.11), wireless personal area networks
(WPAN; e.g., Bluetooth), and the wireless wide area networks link (WWAN) to
the cellular networks. It also provides positioning capability for location-based
services and hosts certain mission-critical telematics applications.
Consumer devices such as a portable phone, a personal digital assistant

(PDA), or a portable computer can be attached either via wired connections
or using a WPAN link such as Bluetooth.
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.
The communication infrastructure allows the in-vehicle system to communi-

cate with either the service center (i.e., voice portal) or the application servers
(i.e., data portal). Today, telematics services use the cellular network as the
main connection between the vehicle and the infrastructure. However, in the
future, concepts such as "hot spots" at home, at work, or at service stations
can provide services via wireless local area networks (WLAN) and the
Internet.
The service center provides voice- and data-communication-based services to

the consumer. Depending on the requirements of the telematics service, the
service center connects the consumer with a customer service representative
(CSR) or allows the telematics control unit (TCU) to access the data portal.
14
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.
Location-based services allow a richer, location-dependent service experi-

ence and either can be delivered to a portable phone with positioning capa-
bility or can be more integrated with the vehicle electronics systems.
15
Figure 3.2 Telematics in-vehicle system solutions.
Infotainment services deliver an even richer user experience, with audible or

visible content. Initially, consumers used their portable music players (e.g.,
portable CD or MP3 player) or portable navigators (e.g., laptop computers)
in their cars. Today, most of these functions are offered in a more integrated
fashion. With increasing integration with the vehicle systems, the sound
system, user controls, and sensors of the vehicle can be leveraged to improve
the experience, safety, and system performance.
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.
Figure 3.3 shows a fully integrated in-vehicle telematics system. The

telematics control unit (TCU) is the main subsystem of the telematics system
installed in a safe place inside the vehicle. It contains a micro-controller, a
network access device (NAD) module, a positioning module, and interfaces.
The TCU is connected to chassis electronics, power train electronics, and
16
body electronics via one or several vehicle controller communication net-

works. Further diagnostics devices can be connected via a diagnostics bus.
In high-end vehicles, the TCU may be connected to multimedia devices–
such as a head unit (HU), a CD changer, a sound system, a navigation
device, or a satellite tuner–via a multimedia bus. Finally, portable devices
such as a portable phone, a laptop computer, or a personal digital assistant
(PDA) are connected via local wired or wireless links within the end-to-end
system and can be used for personal information management (e.g., notes,
contacts, calendar).
Figure 3.3 Fully integrated in-vehicle system.
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.
17
Wireless Voice/Data Communication

A telematics in-vehicle system connects to the infrastructure using either
wireless wide area networks (WWAN) or wireless local area network
(WLAN) links.
Because of its nationwide coverage, wireless wide area networks (WWAN)

use cellular technologies. These networks carry voice and data communica-
tions. The communication capability either is contained in an embedded
network access device or can be accessed from an associated portable phone.
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.
The wireless communications capability also must support protocol selection,

establishment of connection, and error handling in case of disrupted commu-
nications. The communications capability prevents unauthorized access to
the in-vehicle applications from external network applications by using
authorization and authentication mechanisms.
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.
18
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 voice prompt capability provides a mechanism to play certain pre-

defined voice prompts to the user. The text-to-speech capability allows the
system to convert any textual information to speech and then output it to the
user. Similar to a human, this capability speaks any alphanumeric text with a
high degree of accuracy. It also speaks numbers (e.g., dollar amounts, tele-
phone numbers, addresses) with precision and smoothness, and it speaks text
as naturally as possible.
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.
Configuration and Diagnostics

The configuration and diagnostics capability logs events and performs certain
tests on hardware and software. The intent is to provide information (e.g.,
fault codes) that will determine whether a repair or a configuration change is
necessary. In addition, the diagnostics capability can provide information
about the execution of services. A service technician can access diagnostics
information through a diagnostics device, or the technician can upload it
over the air (OTA) through a remote system in the back-end infrastructure.
19
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.
20
Figure 3.4 Distribution of in-vehicle system capabilities.
Back-End Infrastructure
The back-end infrastructure consists of the communication infrastructure, the
service center with its voice and data portals, and content providers.
The communication infrastructure consists of the cellular network, the data

network, the Internet, and the public switched telephone network (PSTN).
The cellular network connects the telematics devices to the service center,
and the PSTN is used for voice communication and direct voice channel
modem connections between the service center and the carrier, as well as
between the carrier and the consumer. The data network could be either a
private link between two entities or a virtual private network using the
Internet as its backbone.
21
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.
Figure 3.5 Service center with voice and data portals.
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.
The voice portal consists of the following components:
1. A private branch exchange (PBX) system handles incoming and

outgoing telephone calls to the public telephone network.
22
2. A computer telephony integration (CTI) server, which can route calls

to certain operator desks, provides intelligent voice-response services,
provides call information to the operator, and records the call for
liability and service quality purposes.
3. An operator application server hosts the desktop applications for the

individual customer service representative (CSR).
4. A customer relationship management (CRM) server handles all

relevant data concerning customers and their vehicles. It also creates
call data records that can be used for billing. The billing functionality
may be included, or it could be outsourced to an external provider.
The CRM server also can dispatch support services or include some
data mining functionality. The customer database is associated with
the CRM server.
5. The operator workstations provide the voice and data communication

tools for the customer service representative (CSR). They are
connected to the operator server and to the data portal for back-end
applications.
The data portal provides access to content and applications. It consists of the
following building blocks:
1. The data portal server functions as a proxy between the data

applications and the operator workstations or the end users to manage
service requests.
2. The application servers host specific applications, which process data

from content providers at the request of the data portal. Each
application may have its own associated database. These databases
contain real-time information (e.g., traffic, stock quotes) and are
updated frequently by the content provider.
3. The communication server is a proxy server that hosts the protocols

used to interact with a variety of devices. It translates requests from
specific telematics devices into a general format. It also performs
message queuing and handles messaging priorities.
23
Chapter 4
Enabling Technologies
Positioning and Location Technologies

Positioning technologies are essential to many telematics applications. The
ability to pinpoint the position of a system user, a vehicle, or an asset builds
the foundation to provide targeted value-added or safety-enhancing services.
After a position is determined, a digital map is required to correlate the
position (i.e., latitude and longitude) with a location on the digital map (e.g.,
address, street crossing, point of interest). An overview of the primary posi-
tioning technologies essential to a majority of telematics applications is
discussed here.
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.
Global Positioning System (GPS)

The space-based global positioning system (GPS) is managed and operated
by the United States government. GPS was designed as a dual-use system
primarily for the U.S. military, but it has been made available for commercial
use. Twenty-four GPS satellites and a few spare satellites, orbiting in six
25
orbital planes in approximately 20,200 km (12,552 miles) altitude provide

specially coded communication signals in the L-band. These can be pro-
cessed in a GPS receiver, enabling the receiver to compute position, velocity,
and time. Typically, five to seven satellites are visible from every point on
earth at any time. All GPS space vehicles (SV) transmit a standard position-
ing and timing service on the GPS L1 signal (1563.42 to 1587 MHz), which
contains a course/acquisition (C/A) code and a navigation data message. In
addition, the satellites broadcast an encrypted L2 signal for military applica-
tions (e.g., precision positioning service), which allows for additional error
corrections and better positioning accuracy. The GPS receiver uses at least
four GPS satellite signals to compute positions in three dimensions and the
time offset to an absolute date and time in the receiver clock. In addition,
the velocity of the receiver is computed from the change in position over
time, the SV Doppler frequencies, or both [7].
The standard positioning service originally was degraded by a technique

known as selective availability (SA), which the U.S. government discontinued
on May 1, 2000. Now the standard positioning service provides a global
average positioning domain accuracy of 13 meters ( 43 feet) 95% all-
in-view horizontal error and to 22 meters ( 72 feet) 95% all-in-view vertical
error. Precision timing can be achieved with 40 nanoseconds time transfer
error 95% of the time [10].
Positioning errors are a combination of noise, bias, and blunders. Combined

noise and bias errors result in typical ranging errors of approximately
15 meters (49 feet) for each satellite used in the position solution. Blunders can
result in errors of hundreds of kilometers and are caused by control mistakes
due to computer or human error. To mitigate bias errors, differential correc-
tions can be computed at a reference station and applied at the remote receiver
and then broadcast to the receivers. Differential GPS (DGPS) removes com-
mon-mode errors, which are those errors common to both the reference and
remote receivers (not multi-path or receiver noise). Errors are more common
when receivers are close together (<100 kilometers [62 miles]). Differential
position accuracies of 1 to 10 meters (3.3 to 33 feet) are possible with DGPS
based on C/A code standard positioning service signals. In the United States,
the Coast Guard broadcasts DGPS information nationwide.
26
Cellular Network-Based Positioning Technologies

The U.S. Federal Communications Commission (FCC) requires cellular
networks in the United States to provide positioning capabilities for emer-
gency calling (E-911) with an accuracy of 50 meters (164 feet) in 67% of calls
and 150 meters (492 feet) in 95% of calls for hand-set-based positioning [11].
American National Standards Institute (ANSI) and European Telecommuni-
cations Standards Institute (ETSI) have standardized three main technolo-
gies: assisted GPS (A-GPS), the time difference of arrival (TDOA) method,
with implementations for global system for mobile communication (GSM)
networks with enhanced observed time difference (E-OTD), and advanced
forward link trilateration (A-FLT) for code division multiple access (CDMA)
networks [12].
Assisted GPS (A-GPS) positioning enhances the sensitivity to the satellite

signals, reduces time to first fix (TTFF), and lowers power requirements by
fusing the computing power and intelligence of the back end of the wireless
network with the accuracy and coverage of an embedded global positioning
system (GPS) receiver in a mobile station (MS; e.g., cellular phone). In this
approach, a location server in the network provides aiding data about the
GPS satellites to the wireless client device. Thus, the positioning system can
achieve a horizontal error of <4 meters (<13 feet) and also works in buildings
or under extensive foliage (e.g., trees). Although A-GPS enhances the sensi-
tivity of GPS, it does not cover every location from which a phone call can
be made because it is restricted to areas where sufficient GPS signal strength
exists.
The global system for mobile communication (GSM) standard committee,

T1P1.5, has standardized the enhanced observed time difference (E-OTD)
positioning method, which delivers position with an accuracy between 50
and 100 meters (164 to 328 feet). The E-OTD positioning method is based
on triangulation and relies on measuring the time at which signals from at
least three geographically distinct base transceiver stations (BTS) arrive at
two geographically dispersed locations–the mobile phone/station (MS) itself,
and a fixed location measuring unit (LMU) for which the location is known.
The position of the MS and the bias between the internal clocks of the MS
and LMU are determined by comparing the time differences between the
two sets of timing measurements for each BTS.
27
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.
Hybrid Positioning Systems

No single location mechanism works effectively in all environments. There-
fore, the practical approach will be to use a combination of technologies.
Ranging measurements from cellular towers can be used in conjunction with
global positioning system (GPS) satellite ranging measurements to improve
position accuracy in urban environments when the GPS satellite signal is
weak. This can be accomplished with a combination of cell/sector identifica-
tion, time difference of arrival (TDOA) measurements, and assisted GPS
(A-GPS). In addition, dead reckoning can improve positioning when no
signals or weak signals from the infrastructure are available (e.g., in a tunnel
or in a parking garage), or if a higher signal dynamic is needed for certain
applications (e.g., route tracking).
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
28
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].
Currently, digital maps suitable for telematics systems are standardized

within ISO TC 204, WG 3. The name of this standardized data model for
exchange purposes is Geographic Data Files (GDF). Geographic Data Files
describes an almost complete model of the world, emphasizing traffic and
travel needs [13].
Geographic Information Systems (GIS) make digital maps available for

location-based services. Information that can be provided by a digital map-
database shows the real world at a particular moment (i.e., date of survey).
Therefore, the relevant information databases must be continuously updated
with digital map extensions and corrections, information about foreseeable
events (e.g., road construction), and information about unpredictable events
(e.g., accidents).
Telematics Services Delivery Technologies

There are several ways to deliver up-to-date information, content (e.g., music,
books), and streaming media (e.g., digital audio, digital video) to the vehicle
environment, as summarized in Figure 4.1. Today, consumers use AM/FM
radio and packaged media–such as DVD, CD-ROM, cassette tape, mini disk,
or flash memory–for their in-vehicle entertainment. In the future, digital
content broadcast will provide a greater variety of content, additional data
transmission capabilities, and a better experience for the user. Consumers
can access real-time information or content on demand, using short-range
and cellular communication networks. In commercial applications, satellite
paging enhances the coverage for communication. In addition, the user can
synchronize a local mobile data cache with remote media storage at the data
portal.
29
Figure 4.1 Telematics service delivery technologies.
Wireless Short-Range Communication Systems

Wireless short-range communication systems allow for in-vehicle communi-
cation, vehicle-to-vehicle communication, and vehicle-infrastructure commu-
nication. The Bluetooth technology focuses on connecting wireless devices
to a wireless personal area network (WPAN) by replacing cables with stan-
dardized wireless modules at low power and low cost. Although Bluetooth
supports toll-quality voice communication and relatively low-bandwidth
data, the IEEE 802.11 family of standards allows for high data rate ad hoc
networking and media streaming.
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
30
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.
Dedicated Short-Range Communication (DSRC) (IEEE 802.11a R/A) and

Wireless Local Area Network (WLAN) (IEEE 802.11b – WiFi)
The IEEE 802.x packet oriented networking family [15] is based on the
Ethernet technology for local area network (LAN) architectures developed
by Xerox Corporation in cooperation with DEC and Intel in 1976, and it
describes the physical and data link layers of the OSI basic reference model.
31
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.
The U.S. Federal Communications Commission (FCC) has licensed two

radio bands for intelligent transport systems (ITS) applications. The
915 MHz band is used for toll-collection and location and monitoring ser-
vices. The 5.85 to 5.925 GHz band is reserved for Dedicated Short-Range
Communications (DSRC) between vehicles and between vehicles and the
roadside infrastructure. The ASTM International DSRC Standards Writing
Group, sponsored by the U.S. Federal Highway Administration, has
endorsed IEEE 802.11a R/A as a DSRC standard for public safety-based
roadside applications (R/A) in the 5.85 to 5.925 GHz band.
IEEE Working Group P1609 is developing the new DSRC standard as a

variant of IEEE 802.11a, which will provide ad hoc spot communications in
32
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.
Wide Area Cellular Communication Systems

The wireless wide area network (WWAN) interface between the telematics
system and the infrastructure allows for voice and data communication
across nationwide cellular networks.
The world's first cellular networks (first generation–analog) were introduced

in the early 1980s, using analog radio transmission technologies such as
Frequency Division Multiple Access (FDMA) in the Advanced Mobile Phone
System (AMPS).
To accommodate more traffic within a limited amount of radio spectrum, the

industry developed a new set of second-generation digital technologies called
time division multiple access (TDMA) and code division multiple access
(CDMA). The TDMA technology is used in the U.S.-based IS-136 TDMA
standard, the integrated Dispatch Enhanced Network (iDEN) and the global
system for mobile communication (GSM).
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.
33
Figure 4.2 Wireless technology migration for the North American market.
Global System for Mobile Communication (GSM)

The global system for mobile communication (GSM) is a digital mobile
telephone system that is widely used in Europe and Asia. Commercial
operation of GSM networks started in mid-1991 in European countries [16].
It gained momentum globally, and now carriers in the United States are
migrating from time division multiple access (TDMA) (IS-136) to GSM.
GSM uses a variation of TDMA technology. Voice is digitally encoded via a
unique encoder that emulates the characteristics of human speech. This
method of transmission permits an efficient data rate/information content
ratio. In Europe and Asia, GSM Phase 2+ Specification (GSM 900/DCN
1800) supports either the 900 or 1800 MHz frequency band. In the United
States, GSM operates in the 1900 MHz PCS band. The following modes are
provided with GSM: voice, mobile originated and terminated short message
service (SMS), circuit switched data, and packet data using the general packet
radio service (GPRS) standard. The GPRS is a new non-voice value-added
service that allows information to be sent and received across a mobile
telephone network at maximum speeds of up to 171.2 kbps, using all eight
34
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.
Code Division Multiple Access (CDMA)

The code division multiple access (CDMA) technology-based standard IS-95 is
a digital wireless technology that was introduced commercially in 1995.
CDMA uses spread spectrum technology to break up speech into small, digi-
tized segments and to encode them to identify each call. Thus, a large number
of users can share the same band of spectrum, and this greatly increases system
capacity. CdmaOne is a universal term for IS-95 based CDMA specifications
established by the CDMA Development Group (CDG), an industry consor-
tium of companies that develop products and services for CDMA wireless
systems [17]. IS-95B provides voice service, short message service (SMS), and
14.4 kbps circuit switched data connections.
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.
Integrated Dispatched Enhanced Network (iDEN)

Motorola's integrated Dispatch Enhanced Network (iDEN) is a fully inte-
grated, high-capacity digital trunked radio system that operates in the 800 to
870 MHz special mobile radio (SMR) band and provides integrated voice
and data services to its users. With the iDEN network, users need only one
mobile transceiver to access cellular voice channels, voice dispatch, full-
duplex telephones interconnect, short message service (SMS), and packed
data transmission capabilities. The iDEN system uses M16-QAM digital
35
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].
Wideband Code Division Multiple Access (W-CDMA) and

Universal Mobile Telecommunication System (UMTS)
UMTS is a part of the third generation of wireless communication technolo-
gies. It operates in the 2 GHz band (1885 to 2025 MHz and 2110 to
2200 MHz) and delivers advanced, multimedia-type communications based
on wideband code division multiple access (W-CDMA) at a speed of up to
2 Mbps with global roaming and other advanced capabilities. The global 3G
Partnership Project (3GPP)–a collaboration of organizations that include
standard bodies such as ARIB (Association of Radio Industries and Busi-
nesses, CWTS (China Wireless Telecommunication Standard group), ETSI
(European Telecommunications Standards Institute), T1 (an American
National Standards Institute [ANSI] committee), TTA (Telecommunications
Technology Association, Korea), and TTC (Telecommunication Technology
Committee, Japan)–defines the specifications [19]. In Japan, NTT DoCoMo
launched its 3G/UMTS service, FOMA, in October 2001. The initial service
area covers Greater Tokyo with National Route 16 (approximately 30 kilo-
meters [18.6 miles] from the center of Tokyo). The services offered by
FOMA include voice, video, and circuit switched data at 64 kbps, packet
data at 384 kbps downlink, short messaging for i-mode services, and Internet
connectivity. In Europe, UMTS trials have been conducted in Finland,
Germany, Austria, and Italy.
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
36
systems are capable of sending and receiving two-way alphanumeric packets

(similar to two-way paging), short message service (SMS), or e-mail.
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.
FM Subcarrier (RDS, RBDS, and DARC)

The radio data system (RDS) in Europe is the first implementation of limited,
slow-speed data over a 57 kHz subcarrier. It is designed primarily to provide
additional radio station and program information to the consumer's radio
unit. It is essentially a 1200 bps (1157 bps) system, in which a usable excess
data capacity of 200 to 500 bps can be accessed. The bulk of the data is tied
up in the transmission of program type, alternate frequency/network infor-
mation, and radio text. It also has been used for limited paging.
The radio broadcast data system (RBDS) is a North American modification

of the European RDS format. Data rate and subcarrier frequency are identi-
cal. The difference between the two systems lies in the formatting of a por-
tion of the data blocks. Essentially, identical free data capacity is available in
the RBDS system as compared to the RDS system.
The data radio channel (DARC), based on ITU-R Recommendation BS 1194,

utilizes 76 kHz FM subcarrier technology to convey data, which can consist of
compressed voice/music programming and information intended to be used as
text data. This technology allows data broadcast at 16 kbps.
Digital Audio Broadcast (DAB)

The European E-147 system is becoming the standard for digital audio
broadcasting (DAB) in most regions of the world [20]. Exceptions are the
United States, which favors in-band on-channel (IBOC) digital audio broad-
casting, and Japan, which has adopted a joint audio/video system of its own
design. The E-147 system was developed for use in a mobile environment.
37
It requires new spectra or may utilize spectra available in Band 3 television

channels (174 to 240 MHz). The raw data rate is approximately 2.4 Mbps;
however, the usual data throughput with modest error protection levels is
approximately 1.5 Mbps. The modulation method utilized is coded orthogo-
nal frequency division multiplex (COFDM), which is extremely resilient
under adverse conditions of multipath and selective fading. It also allows the
use of single-frequency networks, in which multiple transmitters may occupy
the same channel to reinforce signals and extend the service radius.
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.
In-Band On-Channel (IBOC) Digital Audio Broadcasting

In the United States, the in-band on-channel (IBOC) digital audio broadcast-
ing system uses the guard band spectrum between analog broadcast chan-
nels, which is not used by a conventional analog AM or FM transmission
station [21]. The digital signals are transmitted at low levels on each side or
sideband of the "host" analog signal to prevent interference to the host and
stations on adjacent channels. The IBOC systems use this spectrum to
provide enough data capacity to carry, in the case of FM, a 96 kbps data
channel encoded in PAC96 format. This provides a 15 kHz stereo channel of
information. The AM system operates in a similar fashion; however, the
data rates and the audio fidelity of the signal are reduced.
Digital Radio Mondiale (DRM)

Digital Radio Mondiale (DRM) is a European proposal to replace analog
AM broadcasting in the 153 kHz to 30 MHz spectrum [22]. This service
would allow for audio and data content broadcast with a data rate of approxi-
mately 24 to 28 kbps, including a high level of error protection.
S-Band (XM-Radio, Sirius Satellite with Terrestrial Augmentation)

Satellite-based digital audio radio systems (SDARS) operate in the S-band
frequency range (2310 to 2360 MHz) and have the ability to provide
CD-quality audio programming, with coverage in the United States and
38
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.
The audio entertainment signals are digitally encoded, using quadrature

phase shift keying (QPSK) for transmission from the satellite and orthogonal
frequency division multiplexing (OFDM) for terrestrial network filling in
urban areas.
Networking and Protocols

A telematics system uses either specific telematics protocols or generic
Internet protocols to exchange data with the infrastructure.
Telematics Protocols
Telematics protocols are developed specifically for the low-bandwidth envi-
ronment of today's cellular infrastructure [25].
Application Communication Protocol (ACP)

Motorola's Application Communication Protocol (ACP V3) is an open
standard for a highly reliable and efficient end-to-end, over-the-air (OTA)
protocol to transfer telematics data between mobile telematics clients and a
service center. The protocol consists of separate application and transport
layers, and it works over existing cellular networks using short message
service (SMS), analog/digital modem, or packet data, such as UDP/IP [26].
ACP V3 transfers information for all telematics services, as well as informa-
tion for provisioning and configuration. Information transferred includes the
39
position of the vehicle, vehicle identification, and time of the information

transfer, as well as messages that serve the requirements of the telematics
services. Message length is scaleable, so that information for both simple and
complex services can be transferred efficiently. The ACP transport layer
provides data routing, package assembly/disassembly for larger messages,
and forward error correction to reduce the number of required retransmis-
sions. The protocol also is extensible for new data bearers, applications, and
private data types.
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].
Global Automotive Telematics Standard (GATS)

The Global Automotive Telematics Standard (GATS) is a formal European
standard (CEN-TC 278) that specifies a secure three-layer protocol for
telematics client-server applications over a global system for mobile commu-
nication (GSM) network with short message service (SMS). For each service,
the application data protocol (ADP) specifies the encoding for the application
messages, which are exchanged between client and server. The conditional
access and security (CAS) protocol layer provides all functionality related to
encryption, authentication, and integrity of the messages. The transport
protocol provides data routing to the destination service module and package
assembly/disassembly for larger messages. The standard also specifies the
user service messaging sequence for emergency call, breakdown call, traffic
information, navigation, general information floating car data (FCD), and
operator services. In addition, a set of internal services for localization,
diagnostics, conditional access and security, and communication handler are
defined. The Telematics Forum, which led the development of GATS, now is
developing a global telematics protocol standard by merging properties of
GATS and application communication protocol (ACP) [28].
40
Radio Data System–Traffic Message Channel (RDS-TMC)

Radio data system–traffic message channel (RDS-TMC) is a standard that
provides continually available traffic information using the radio data system
(RDS) for data broadcast [29]. The RDS-TMC traffic message coding
protocol comprises two standards: the Alert-C protocol, and the Alert Plus
protocol. The Alert-C protocol is used to transmit event-oriented messages;
the Alert Plus protocol allows the transmission of status-oriented messages.
Predefined databases contain lists of weather and traffic situations, driver
advice, event information, and locations. Using this database, the RDS-TMC
receiver then decodes Alert-C messages, which are broadcast and contain
encoded information about event description, location, direction and extent,
duration, and deviation advice.
Today, TMC traffic data is already being broadcast in Canada, Denmark,

Finland, France, Germany, Italy, the Netherlands, Spain, Sweden, Switzer-
land, the United Kingdom, and the United States.
Transport Protocol Experts Group (TPEG)

In 1997, the European Broadcast Union (EBU) established a Transport
Protocol Experts Group (TPEG) to develop a bearer-independent broadcast
protocol as a successor to RDS-TMC for location-based information services
[30]. The TPEG group works concurrently with CEN TC 278WG to specify
the TPEG protocol for encoding and decoding of road traffic messages
(RTM), which can be pipelined through a range of networks (e.g., digital
audio broadcast [DAB] or the Internet) and devices. The RTM application-
level messages contain a message identifier, a version number, an RTM-
message container, and a TPEG-location container. In addition to RTM
messages, TPEG currently defines message sets for parking information,
public transportation information, and weather information for travelers.
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
41
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.
Wireless Application Protocol (WAP)

The wireless application protocol (WAP) has been developed to allow
Internet access from small portable devices such as portable phones [32].
Originally, the content had to be encoded in the Wireless Markup Language
(WML). WAP 2.0 now supports Extensible HyperText Markup Language
(XHTML), which means that software developers need to write only one
version of an application that then can run on both a PC for general Internet
access and a mobile handset. WAP 2.0 incorporates a number of established
and new Internet standards, including TCP/IP, HTTP, cascading style sheets
(CSS), transport layer security, and multimedia messaging services (MMS).
Multimedia messaging services enable users to send messages, combining
sound, images, and text in a way that is similar to today's short message
service (SMS) text messages.
42
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.
Multimedia/Plug-and-Play Bus Systems

Automotive Multimedia Interface Collaboration/ITS Data Bus (AMI-C/IDB)
The IDB Forum™ and the Automotive Multimedia Interface Collaboration
(AMI-C) develop and promote the ITS Data Bus (IDB) networking into
vehicles, consumer electronics, and automotive electronics [33]. The scope
includes IDB-C, a 250 kbps network based on CAN 2.0B (ISO 11898/SAE
J2284), and IDB-1394, an automotive-grade version of IEEE 1394, under
development by the Joint Automotive Working Group (AuWG), a partner-
ship between the IDB Forum and the 1394 Trade Association.
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
43
(published by the Telecommunications Industry Association [TIA] as IS-816),

public service messages, and vehicle/personal security messages.
IDB-1394 is based on existing IEEE 1394-1995, IEEE 1394a-2000, and IEEE

P1394b standards to permit operation within the interior vehicle environment
using an automotive-grade embedded plastic optical fiber (POF) network
supporting a maximum of 63 nodes. It provides communication speeds of up
to 400 Mbps and is designed for high-speed multimedia applications that
require large amounts of information to be moved quickly on a vehicle.
Through consumer convenience port (CCP) interfaces, hot-pluggable portable
devices can be attached. The IDB-1394 specification defines the automotive-
grade physical layers (e.g., cables, connectors), power modes, and the high-
layer protocols needed to assure interoperability of all IDB-1394 devices.
Media Oriented Systems Transport (MOST)

Media Oriented Systems Transport (MOST) is a high-speed multimedia
plastic optical fiber (POF) network optimized for automotive applications,
developed by the MOST Cooperation, a partnership of car manufacturers
and electronics suppliers [34]. MOST uses a cost-effective, high-speed,
multimedia peer-to-peer ring network that can carry 15 uncompressed
CD-audio channels, several MPEG-2 video channels, or other wide band-
width data. It is designed to work without a central intelligence, which leads
to greater flexibility and enables it to provide a low-overhead and low-cost
interface for the simplest of devices, such as microphones and speakers. Up
to 64 nodes can be connected to a single master or multiple master environ-
ment, which provides for asynchronous and synchronous data transfer with
data rates up to 24.8 Mbps.
Audio and Speech Processing

Audio and speech processing are critical systems for providing safe telematics
applications to the driver. Successful automatic speech recognition/under-
standing requires a chain of operations, starting from speech signal acquisition,
short-time feature extraction, the actual speech recognizer, and its interaction
with the language-understanding module. Two requirements stand out for
automotive applications: robustness to noise, and the capability to recognize
conversational-style speech input as the only user interface. To combat the
high noise level in a car environment, several audio processing technologies,
44
including noise filtering and echo cancellation, must be performed. Some

systems use single microphones, whereas high-end systems rely on dual micro-
phones or microphone arrays for better noise cancellation. Although the field
of spoken language generation is in its infancy, several companies provide
embedded software and hardware components for speech solutions, which can
be integrated into a telematics device or a service center.
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.
45
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.
Several software companies work on software frameworks that allow users to

download new telematics applications via an extensible programming plat-
form, such as defined by Sun Java, the Open Systems Gateway Initiative
(OSGI), or Microsoft Car.Net. In 1996, Sun Microsystems introduced Java as
a new network programming language, which allows distributing applications
between a server and a client. Java is based on a virtual computing machine
that is hardware independent and allows the interpreting of code from a
remote computer. The Java 2 Platform Micro Edition (J2ME) tailors the Java
Virtual Machine (JVM) for a connected limited device configuration (CLDC).
This environment can operate over a large range of embedded device types,
hardware configurations, and host operating systems [35].
The Open Services Gateway Initiative (OSGI), established in 1999, is an

independent, nonprofit corporation working to define and promote open
specifications for the delivery of managed broadband services to networks in
homes, cars, and other environments, based on Java technology [36]. The
OSGI Vehicle Expert Group (VEG) is working on tailoring and extending
the generic OSGI core specifications for in-vehicle and telematics environ-
ments. Several car manufacturers and electronics manufacturers support this
approach.
46
Alternatively, Microsoft promotes the Car.Net initiative, which allows con-

nected devices to access services provided by servers in the infrastructure using
XML Web services, based on XML and the Simple Object Access Protocol
(SOAP). SOAP is a lightweight protocol for the exchange of information in a
decentralized, distributed environment [37]. The Magic Services Forum
defines geographic information services based on that infrastructure [38].
47
Chapter 5
Services and Applications
There are endless ways to provide telematics services and to set up an

end-to-end telematics system. In addition, new technologies
undoubtedly will come to fruition in the near future and may change
the service delivery framework. Thus, the following discussion provides only
examples of services and the usage scenarios. Most telematics services
involve the providing of a variety of functions to the vehicle driver and to
other users of a system, such as production engineers at factories, technicians
at car dealerships, and customer service representatives (CRS) manning
service centers to relay information to users. A fully functional telematics
system requires services for the initial provisioning and configuration of the
system, the operation of the system, and the maintenance of the system.
Each telematics service can be characterized by a system use case with a set
of associated scenarios. The sequence of events within a scenario varies,
depending on how a user chooses to interact with the system (e.g., voice
activated control versus buttons on a head unit). Table 5.1 summarizes and
categorizes telematics services that either are offered today or may be offered
in the near future. It also depicts the primary users of each service.
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.
49
TABLE 5.1
TELEMATICS SERVICES OVERVIEW
50
TABLE 5.1
TELEMATICS SERVICES OVERVIEW (cont.)
Mobile-Originated Voice Call via Service Center

This scenario allows the user to make a phone call from the vehicle by using
the hands-free capability that the in-vehicle telematics system provides. The
user initiates the voice call using the telematics push-button interface. The
in-vehicle telematics system connects the call to the service center, and the
51
customer service representative (CSR) or an intelligent voice response (IVR)

system directly connects the call to the desired party using a microphone and
speaker. When the user has finished conversing, he or she can terminate the
call with a push button at the user interface of the vehicle.
Mobile-Originated Voice Call Using Hands-Free Communication

This scenario allows the user to make a phone call from the vehicle by using
the hands-free capability that the in-vehicle telematics system provides. The
user initiates the voice call, using a voice recognition system or a keypad to
input the name or number. The voice recognition system then sends a
request to the in-vehicle telematics system or to the docked portable phone
for dialing a number. The in-vehicle telematics system connects the call to
the carrier, and the user converses via a microphone and speaker. When
finished, the user can terminate the call with a push button.
Mobile-Terminated Voice Call Using Hands-Free Communication

This scenario allows the user to receive a telephone call in the vehicle by
using the hands-free capability that the in-vehicle telematics system provides.
In this scenario, the in-vehicle system rings, and the user accepts the call by
pressing the button provided at the user interface. The user converses via a
microphone and speaker, and terminates the call by pressing the button
provided at the user interface.
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.
Personal Data Communication

Short Message Service (SMS)
This service allows the user to send and receive short message service (SMS)
messages via a handset, a portable phone, a head unit (HU), the dashboard
52
display, or a car radio. A typical scenario is the sending of an SMS message

from an HU. The user composes the message at the HU, which sends the
message via the in-vehicle telematics system and a short message service
center (SMSC) to the receiving party.
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.
53
Data Synchronization Among Connected Devices

With this service, users transfer personal information from a remote system
via the data portal, a portable computing device, or a portable phone to the
in-vehicle telematics system. When the user activates this service, the
in-vehicle telematics system establishes the connection with the connected
device or remote application and then exchanges messages with the newly
connected resource. This feature also allows users to transfer phone-book
entries from and to a portable phone.
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.
On-Demand Location-Based Services

This service enables the user to contact the service center to obtain informa-
tion at a location or along a route. The user selects the desired information
and activates the service at the user interface. Then the in-vehicle telematics
system sends a request for information, as well as the position and other
subscriber data, to the service center. The service center queries the desired
information from its content databases and delivers it back to the vehicle.
This can be done via voice and/or data communication. The user accesses
the information via either a hands-free voice recognition system or a display
and buttons at the user interface of the vehicle.
Points of Interest (POI)

In this scenario, the user requests information about a business, a hotel, a
restaurant, an ATM, a gas station, a public facility, a hospital, a sports complex,
or other points of interest. The service center can search the content database
54
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.
Weather and Road Conditions

In this scenario, the user requests real-time weather and road condition
information around a desired location, along a route, or within a specific
geography (e.g., city limit, zip code).
Navigation
This service enables the user to obtain accurate turn-by-turn guidance to a
destination.
Autonomous Navigation with Traffic Broadcast

In this scenario, a navigation system in the vehicle has a map stored on
packaged media such as a CD-ROM. The user selects a destination at the
user interface, and the system calculates a route that it conveys to the user as
55
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.
Server-Based Turn-by-Turn Route Guidance with Voice Prompts

This scenario allows a user to request and retrieve turn-by-turn route guidance
from the service center. The destination is selected using the in-vehicle user
interface, an automated voice response system, or with the assistance of a
customer service representative (CSR). The navigation server in the service
center computes the optimal route from the current position of the vehicle to
the selected destination. The server-based dynamic navigation takes the latest
map data, real-time traffic, road conditions, and personal preferences into
consideration for the route calculation. The planned route is downloaded to
the in-vehicle telematics system, and the connection with the service center is
terminated. The first maneuver is presented to the user by playing back pre-
recorded audio files or by using text-to-speech processing. As the vehicle is
driven, its position is compared to the geometry of the downloaded route, so
that the next maneuver can be announced at the appropriate time. The voice
output of the route guidance automatically mutes the sound system to enable
the user to hear the maneuver instructions clearly.
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.
Server-Based Turn-by-Turn Route Guidance with Voice Prompts and Display

In this scenario, the in-vehicle system displays text and icon output in addi-
tion to the voice guidance of the preceding scenario. Street names, count-
down distances, and maneuver types can be sent to a display. This informa-
tion is presented to the user to supplement the voice instructions. Thereby,
the spelling of the street name is clearly visible, and the updated distance to
the next maneuver is displayed continuously.
Point-of-Interest (POI) Route Assistance

A point of interest (POI) can be chosen as a destination for the navigation
service. When the customer service representative (CSR) has located the
56
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.
Trip Reservations and Payments

In this scenario, the user requests transactions from the vehicle by voice
command. When the service is activated, the subscriber information is sent
securely to the service center, with the request type. Then the user interacts
with the intelligent voice response (IVR) server at the service center by using
voice commands. The IVR server at the service center may act as a proxy
server to third-party vendors.
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.
General E-Commerce Services

When the user is not driving, he or she may use the graphical user interface
at the head unit (HU) to request e-commerce services from the data portal.
In this scenario, the user directly contacts e-commerce sites on the Internet
and conduct electronic commerce transactions, such as stock trading, on-line
auctioning, or other purchasing of products and services.
Toll and Parking Payments

In this scenario, the in-vehicle system interacts directly with the roadside
infrastructure to make payments. Typically, the user has an account with the
service provider. When the vehicle approaches the pay station, the in-vehicle
system exchanges information with the roadside system. As a result, a pay-
ment is deducted from the user's account (e.g., for payment of parking or tolls).
57
Remote Vehicle Functions

This service allows the user to contact the service center customer service
representative (CSR) from any telephone or to connect to the data portal
from the Internet to determine the status of specific vehicle details and to
request activation of vehicle functions. The vehicle functions that may be
controlled by the service center include flashing the lights, honking the horn,
turning off interior lights, and turning off headlamps and parking lights.
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.
Floating Car Data (FCD)

This service uses vehicles as moving sensors that can automatically provide
relevant data to a traffic content provider.
Floating Car Data (FCD) Automatic Traffic Update

In this scenario, when an algorithm indicates that certain trigger conditions
are met, the in-vehicle telematics system produces a report containing
vehicle position and status information, which then is transmitted to the
service center. To maintain the privacy of the consumer, the service center
disassociates information about the originating vehicle from the report data
and forwards the altered content to the traffic content provider. The traffic
content provider may analyze this data to build an information database that
contains traffic flow information. This service can be switched on or off by
the consumer.
Floating Car Data (FCD) Data Configuration

This scenario allows the traffic content provider to send a message containing
a new set of parameters via the service center to the in-vehicle telematics
system. In this scenario, the traffic content provider constructs a parameter
message and sends it to the in-vehicle telematics system, which checks the
authorization of the message originator and permanently stores the set of
new parameters.
58
Customer Relationship Management (CRM)

Advertising
Discount Coupon at the User's Request (Pull)
In this scenario, the user requests information about a business, hotel, restau-
rant, gas station, movie theater, sports complex, or other points of interest.
When the service center searches the content database based on the current
position of the vehicle, around a desired location, along a route, or within a
specific geography (e.g., city limit, zip code), it also checks for coupons or
discounts for businesses. Then the service center notifies the user of avail-
able discounts, and either downloads the coupon to the portable phone or
notifies the business directly with a reservation request.
Advertising Broadcast along a Route or at a Location (Push)

In this scenario, a mobile user entering a specific location receives an unsolic-
ited advertisement for a product or service about which he or she may be
interested. Then the in-vehicle system displays the message or outputs it as
speech. In this scenario, the user also can personalize the advertisements for
certain products and services with the service provider. For instance, the user
may choose to receive advertisements for certain offers along a route (i.e.,
opt-in model) in exchange for free navigation service, or the user may choose
to not receive advertisements (i.e., opt-out model) and pay for the navigation
service.
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.
59
Service-Center-Initiated Configuration Management

This scenario allows a service center to initiate over-the-air (OTA) revisions
when the in-vehicle telematics system stored preference information should
be updated. The service center sends a message to the in-vehicle telematics
system to request a connection. When the in-vehicle telematics system
receives the message, it connects to the service center and establishes a data
connection. The service center authorizes the in-vehicle telematics system
and sends updated profile information to the in-vehicle system, which installs
the updated information.
User-Initiated Configuration Management

This scenario allows the user to request a configuration information update
from the service center. The user starts this service by pressing a dedicated
button at the user interface. Then the in-vehicle telematics system connects
to the service center and establishes a data connection. The service center
authorizes the in-vehicle telematics system and sends updated profile infor-
mation to the in-vehicle system, which installs the updated information.
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.
User-Initiated Service Provisioning

In this scenario, the user starts the service by pressing a dedicated button at
the user interface of the vehicle. Then the in-vehicle system sends a provi-
sioning message to the service center and establishes a voice call. A cus-
tomer service representative (CSR) provides authorization and account
management services to create and modify account information, tailor prefer-
ences, and set profile and preference defaults. When the provisioning pro-
cess is complete, the system is ready for use.
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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.
Vehicle Diagnostics Profile Request

This scenario allows the customer service representative (CSR) to obtain a
diagnostics profile, which the CSR can configure over the air. The CSR
sends a message to the in-vehicle telematics system, requesting the diagnos-
tics profile configuration. The in-vehicle telematics system receives this
request and stores the profile and the trigger events in its nonvolatile
memory. The in-vehicle telematics system collects data profiles when a pre-
configured event trigger threshold has been reached. The types of event-
based triggers can include the timer, odometer, vehicle position, and ignition
on/off. When an event automatically triggers, the in-vehicle system opens a
data connection and sends a diagnostics profile to the service center.
In an alternate scenario, the service center sends a message to the in-vehicle

telematics system, requesting the diagnostics profile. The in-vehicle
telematics system receives this request, opens a data connection, and sends
the requested data to the service center.
Remote Vehicle Diagnostics Test Tool

This scenario allows an authorized person (e.g., vehicle owner, dealer, cus-
tomer service representative [CSR]) to contact the service center to access
61
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.
Productivity—Asset Status Update

This service provides fleet/asset management with a tool that helps increase
efficiency and productivity. Fleet/asset management allows centralized data
acquisition for a set of assets in a relative time frame. Through real-time or
profiled data acquisition, an asset manager is able to assess current operations
and arrive at well-informed decisions quickly.
62
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.
Asset Status Profile Request

This scenario allows an asset manager to collect profiled data (e.g., averages,
percentages, maximum values) based on a specific vehicle event trigger
between specified start and end times. The vehicle continuously records
profiling data, which may include speed, engine RPM, oil level, temperature
and pressure, coolant level and temperature, and other asset data. The asset
manager may configure multiple profile intervals for a single day and may
initiate a request to collect profiled data at any time. Then the service center
sends a profile request message to the in-vehicle telematics system, which
opens a data connection with the service center and sends the collected
profile data from its nonvolatile memory.
Real-Time Asset Status Request

This scenario allows the asset manager to acquire the latest status that
describes the use of one or more vehicles (i.e., assets) belonging to a fleet.
This information then may be used to support business decisions regarding
the operation of the assets. In this scenario, the asset manager requests real-
time data uploads from a set of vehicles, containing information such as
vehicle position, odometer reading, current speed of the vehicle, current
engine speed, fuel consumption, current oil temperature and pressure, and
current coolant temperature. Each asset in the request responds with the
latest instance of vehicle data, and these data are forwarded to a service
center that maintains an asset data repository. The service center receives
the new data from each asset and updates the asset 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.
Digital Audio Broadcast (DAB)

This service provides the user with high-quality digital audio broadcast
(DAB) services. The user can access the digital encoded audible content via
a satellite or terrestric receiver that broadcasts it to the audio system of the
car or to part of the car radio. The user selects a channel and receives the
associated audible content. Today in Europe, services for terrestric DAB are
available. In the United States, satellite-based digital audio radio systems
(SDARS) were launched in late 2001.
Digital Video Broadcast (DVB)

This service provides the user with digital audio/video broadcast services.
The user can access the digital encoded audible and viewable content via a
satellite or terrestric receiver that broadcasts it to the audio system of the car
and the visual user interface of the car. These digital video broadcast (DVB)
services for mobile applications are in pre-commercial trials at this time.
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.
On-Demand Personalized Voice Information

This service provides the user with on-demand information. The user selects
personal preferences, such as a news category, type of sport, business cat-
egory, or a stock watch-list, via either a personal computer at home or a
browser at the user interface of the car. Then the data portal downloads the
64
audible or text content into the nonvolatile memory of the in-vehicle

telematics system. The user can access the content via an application at the
in-vehicle telematics system, which decodes the content and plays it by
means of the audio system of the car, or displays it at the user interface of the
vehicle. Today, these services are available through wireless application
protocol (WAP) and Hyper-Text Markup Language (HTML) browsers, or
through voice portals.
On-Demand Music and Audio Content

This service provides the user with on-demand download of digital encoded
audible content. The user selects a type of content–such as a music track, a
book on tape, or a travel guide–at the data portal via either a personal com-
puter at home or a browser at the user interface of the vehicle. Then the data
portal downloads the audible content into the nonvolatile memory of the
in-vehicle telematics system. The user can access the content via an audio
player application that decodes the content and plays it by means of the
audio system of the car.
Safety and Security

Emergency Call
This service provides the user with manual or vehicle-initiated contact to a
service center to improve the delivery of emergency assistance in the event
of accidents or other emergencies. This service can be initiated either by the
user or by a crash sensor.
Manual Emergency Call

In the event of an accident or other non-threat emergency, the driver of the
vehicle contacts the service center to request emergency services. To activate
the service, the user presses a clearly identifiable button located in an easily
accessible place. Immediately, the car audio is muted to allow hands-free
communications with the service center, and the in-vehicle telematics system
sends an emergency request message to the service center, indicating that an
emergency situation is in progress. This message also can include additional
details describing the severity of the crash and other vehicle sensor informa-
tion describing the environment. Upon receiving an emergency service
request, a customer service representative (CSR) determines whether a real
65
emergency is occurring and then contacts the appropriate public safety

answering point (PSAP) to request timely assistance for the user.
Automatic Emergency Call

In the event of an accident with a certain level of severity, the emergency call
is triggered by sensors in the vehicle. These sensors can include crash and
air-bag sensors. In general, the sensor sends a message to the in-vehicle
telematics system, indicating the type and severity of the accident. In turn,
the in-vehicle telematics system begins to communicate with the service
center, indicating that an emergency situation is in progress. Upon receiving
an emergency service request, a customer service representative (CSR)
contacts the appropriate public safety answering point (PSAP) to request
timely assistance for the user.
Covert Emergency Call

In the event of a threat situation, the driver of a vehicle may secretly request
covert emergency services, without alerting passengers in the vehicle. To
activate the service, the driver presses either a wireless panic button, which is
located on a key fob, or a hidden button that is located in an easily reached
place inside the vehicle. Then, a call is made to the service center, indicating
that the driver is in trouble and that covert communications are required.
Although no noticeable information is displayed in the vehicle regarding this
service request, a customer service representative (CSR) begins to listen to
the audio from the vehicle. If a real emergency situation exists, the CSR
begins tracking the vehicle and contacts the appropriate public safety answer-
ing point (PSAP) to provide assistance to the user. The CSR continues to
listen to the audio in the vehicle and provides updates to the PSAP until the
emergency is resolved. When the vehicle is secure, the CSR may communi-
cate with the driver.
Stolen Vehicle Notification and Tracking

This service enables the service center to track a vehicle and, if appropriate,
to notify the proper authorities, without alerting the driver of the vehicle, in
the event the vehicle is stolen or misplaced.
66
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.
Location-Dependent Trigger (Geo-Fencing)

This scenario uses the position of the vehicle and a given area to initiate the
service if the system is in the geo-fencing mode. In this scenario, the
in-vehicle telematics system sends a message to the service center to indicate
the alarm when either the vehicle leaves a restricted area (i.e., geo-fencing) or
enters a restricted area (i.e., exclusion zoning). The service center assigns the
service to a customer service representative (CSR), who may open a uni-
directional 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 action should be taken and may
67
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.
Remote Function Activation (Door Lock/Unlock)

This service enables the user to contact the customer service representative
(CSR) to obtain access to the vehicle. The vehicle access functions include
locking or unlocking the doors, starting or stopping the engine, and opening
or closing the windows. This scenario allows the user to contact the CSR
from any telephone to request activation of vehicle access functions. The
CSR verifies the identity and authority of the user on the telephone to
request the service activation. 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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Chapter 6
Telematics Products
This chapter introduces a selection of typical telematics products that

fall into the categories of broadcast systems and connected systems.
Based on the degree of connectivity to a service center with a voice
or data portal, connected systems can be further segmented into two-way
communication systems, safety and security systems, fleet management
systems, and infotainment systems. Autonomous systems that provide
content to the vehicle through packaged data such as DVD, CD, flash-
memory, or hard drives are not considered here because they do not
require a connection to a service center or other source of information
through a communication link.
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.
69
The VDO-Dayton MS 4200, a car radio with autonomous navigation capa-

bility (Figure 6.1), is equipped with an integrated radio data system-traffic
message channel (RDS-TMC) receiver. Thus, the device is capable of receiv-
ing up-to-date TMC traffic information and can offer real-time dynamic
route guidance. To help the driver avoid congested areas, the device
includes the traffic information in the calculation of optimal routes.
Figure 6.1 VDO-Dayton MS 4200. (© Siemens VDO Automotive

AG—http://www.vdodayton.de).
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.
Digital Audio Broadcast (DAB) Receivers

In Europe and Asia, digital audio broadcast (DAB) based on the Eureka 147
standard is gaining popularity. In many countries, the rollout has already
reached more than 50 of the population. Aside from CD-quality noise-free
sound, the receivers offer program-associated data (PAD) services that add
more information data–traffic information, weather information, and content
description information–to the broadcast program content. The radio can
display this PAD information. Typically, the receivers support the DAB
modes I, II, III, and IV within the VHF Band II (174 to 240 MHz) and the
L-band (1452 to 1492 MHz). The receivers also support multiple ensemble
and service searches. Figure 6.3 shows Grundig's Challenge 530 DAB, an
integrated DAB/FM car radio system.
70
Figure 6.2 Blaupunkt TravelPilot DX-R70 titan.

(© Blaupunkt GmbH—http://www.blaupunkt.de).
Figure 6.3 Grundig Challenge 530 DAB.

(© Grundig AG—http://www.grundig.de).
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In-Band On-Channel (IBOC) Receivers

Visteon partners with iBiquity Digital Corporation to develop IBOC AM/FM
radios, which use IBOC (in-band, on-channel) and Visteon's MACH® DSP
technology. IBOC will provide users with unprecedented audio quality and
48 kbps data reception capability. IBOC broadcasting is predicted to reach
60% of the listeners in the top U.S. markets by the end of 2003.
Satellite-Based Digital Audio Radio System (SDARS) Receivers

XM Satellite Radio and Sirius Satellite Radio offer 100 channels of radio
programming delivered via satellites or terrestric repeaters in urban areas via
satellite-based digital audio radio system (SDARS) technology. Users pay a
monthly fee for the service access. Currently, Sony, Pioneer, and Alpine
provide mobile receivers that work with a standard car radio. Sony's XM
radio receiver, as shown in Figure 6.4, can be used either with a car radio or
as part of a home audio system. In addition, Delphi Automotive Systems and
Visteon are offering similar receivers for OEM installation.
Figure 6.4 Sony XM radio

receiver. (Photo courtesy of
XM Satellite Radio, Inc.—
http://www.xmradio.com).
Two-Way Communications Systems

Aftermarket Hands-Free Car Kits
Around the world, legislation has been passed to address safe cell-phone use in
cars. Hands-free phone access systems for drivers are being mandated today.
Many phone manufacturers offer car kits for a specific set of phones. These
systems must be replaced when the user changes to a different portable phone.
On the other hand, Cellport Systems offers a universal connectivity platform,
72
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.
Figure 6.5 Cellport 3000

universal car kit. (Cellport Labs,
Inc.—http://www.cellport.com).
Blaupunkt has developed an alternative concept called "Radiophone"

(Figure 6.6). It integrates a global system for mobile communication (GSM)
cellular transceiver with a car radio and allows hands-free voice calls, in
addition to the AM/FM radio functions. A CD player also can be connected
to the system. The user can control radio and telephone functions with the
integrated voice recognition system.
Figure 6.6 Radiophone Antares T60. (© Blaupunkt GmbH—http://www.blaupunkt.de).
73
Factory-Installed Hands-Free Phone System

Factory-installed phone systems (Figure 6.7) integrate a cellular phone into the
electronics system of the car by means of car-specific support electronics. Fully
integrated cellular phone systems allow the consumer to conduct hands-free
communications and to use the user interface of the car (e.g., steering wheel
switches, head-unit (HU) buttons, or voice recognition) to control the portable
phone while it is docked in a cradle. The audio of the phone is linked to a
built-in microphone and plays through the existing sound system of the
vehicle. A key benefit of this solution is that the system reduces background
noise for superior sound quality and provides advanced echo cancellation.
The portable phone uses special software that allows the user to exchange
information (e.g., the phone book) with the HU. Motorola provides integrated
hands-free phone systems for a variety of leading automakers.
Figure 6.7 BMW CPT 8000 digital portable cellular phone.

(© Motorola, Inc.—http://www.motorola.com).
Safety and Security Systems

Portable-Phone-Based Systems
ADAC and Siemens have developed the GPServicePilot (Figure 6.8), a safety
and security system based on a portable phone. The system consists of a
portable phone, a cradle with three push buttons, and an embedded box that
74
contains a global positioning system (GPS), an embedded controller for the

applications, and electronics to connect to the vehicle. The system offers
hands-free phone calls, emergency calling, information access via a voice
portal, and roadside assistance. An additional crash-sensor can be attached
to provide automatic emergency calling functionality.
Figure 6.8 Siemens GPServicePilot.

(© Siemens AG—http://www.siemens.de).
Airbiquity's global positioning system (GPS) accessory, shown in Figure 6.9,

adds full GPS capabilities to Nokia 5100, 6100, and 7100 series wireless
phones, without modifications or upgrades to the existing phones. The user
presses a button on the back of the unit to gain access to location-sensitive
customer service, roadside assistance, concierge services, and navigational
direction assistance.
Embedded Telematics Control Units

Vehicle manufacturers install embedded telematics control units (TCU) in
vehicles at the time of production. These units are tightly integrated with the
vehicle electronics and enable the delivery of a variety of voice- and data-
based telematics services to consumers.
75
The embedded TCU typically includes

a cellular transceiver, a global position-
ing system (GPS) receiver, a variety of
vehicle bus interfaces, and an embed-
ded controller for the applications. It
offers support for the user interface
through a head unit (HU) or buttons
and telltale signs, and it routes audio
information to the radio or separate
speakers. A telematics control unit also
may enable consumer devices such as
portable phones or notebooks to access
the resources of the vehicle via the
Bluetooth technology or other means.
Typically, an embedded TCU is built to
the requirements of a specific car
manufacturer. Mercedes-Benz Teleaid,
BMW Assist, Lincoln Rescu, and
GM's OnStar are using Motorola's
Figure 6.9 Airbiquity global
positioning system (GPS) embedded TCUs to deliver their
add-on for phones. services (Figure 6.10).
(© Airbiquity, Inc.—
http://www.airbiquity.com).
Figure 6.10 Motorola embedded

telematics control unit (TCU).
(© Motorola, Inc.—
http://www.motorola.com/
telematics).
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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).
Figure 6.11 OnStar rearview mirror unit. (© OnStar—http://www.Onstar.com).
Fleet Management Systems

Today's fleet management systems integrate data communication into solu-
tions for vehicle dispatch, route planning, accounting, inventory manage-
ment, and asset monitoring. Depending on the specific operating range of a
fleet, either cellular- or satellite-based communication systems are used.
Large fleet operators helped standardize the vehicle interface in the trucking
industry. Thus, most fleet vehicles provide a standard catalog of vehicle-
related information that the fleet management system can use for monitoring
purposes.
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.
77
Figure 6.12 Mannesmann Sky-Link for fleet management systems.

(© Siemens VDO Automotive AG—http://www.vdokienzle.de).
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.
Figure 6.13 Qualcomm OmniTRACS system.

(© Qualcomm, Inc.—http://www.qualcomm.com).
78
Orbcomm provides global data services (similar to two-way paging or e-mail)

via low earth orbit (LEO) satellites and associated ground infrastructure. The
Panasonic KX-G7101 transceiver, shown in Figure 6.14, combines the
Orbcomm service with a global positioning system (GPS) positioning device
and can be accessed using a simple terminal or a mobile personal computer.
In addition, dedicated applications can be programmed into the satellite
transceiver.
Figure 6.14 Panasonic KX-G7101 combined GPS/Orbcomm transceiver.

(© Matsushita Electric Corporation of America
—http://www.panasonic.com/industrial/satcom).
Connected Infotainment Systems

Connected infotainment devices combine the properties of a mobile media
system with voice and data communications. Thus, the user has access to
remote information via voice and data portals. In addition, these systems
can synchronize with personal digital assistant (PDA) devices to enable the
exchange of personal information such as addresses, calendar, notes, and
tasks. This information also can be exchanged with the data portal. Server-
based (off-board) navigation systems integrate real-time traffic information to
enhance navigation effectiveness. Wireless application protocol (WAP) and
World Wide Web (WWW) services deliver on-demand customized informa-
tion such as news, financials, weather, and sports.
79
OEM Infotainment Solutions

The Mercedes-Benz COMAND (Figure 6.15) combines a car radio, navigation
system, TV tuner, CD player, information access, and clock into one
infotainment device. A CD changer, telephone or telematics control unit
(TCU), and speech recognition also can be integrated. The driver or front
passenger selects a feature by pressing the appropriate button above the color
display. Further operations are performed using a turn-and-press knob. Items
can be marked in the menu and then activated by pressing the knob. A sepa-
rate numeric pad allows dialing of telephone numbers and access to stored
radio stations and the CD changer. The driver also can operate the system
from the multi-function steering wheel or via the voice-activated command-
and-control system. The information appears both on the color display in the
center console and on the central display in the instrument cluster where the
driver can keep it in his or her field of view. In the United States, the
COMAND system combined with the Teleaid system enables users to access
personalized information from the Internet through the data portal in the
service center. The user can download CNN headlines, local traffic reports,
regional weather, stock quotes, and sports headlines and scores. In Europe,
Mercedes-Benz offers either radio data system-traffic message channel (RDS-
TMC) based dynamic route guidance or DynAPS, a dynamic route guidance
service that improves the navigation system by considering up-to-date traffic
information from a sensor network along the highways.
Figure 6.15 Mercedes-Benz COMAND system.

(© Mercedes-Benz USA, LLC—http://www.mbusa.com).
80
Car-Radio-Based Aftermarket System

Harman/Becker Automotive Systems offers Becker Online Pro (Figure 6.16),
a car-infotainment radio that includes an AM/FM radio, CD/MP3 player,
dynamic radio data system-traffic message channel (RDS-TMC) based navi-
gation, and an integrated cellular transceiver. Users can send and receive
e-mails and short message service (SMS) messages, access the Internet using
wireless application protocol (WAP) services, or make and receive phone
calls via the integrated hands-free system. The user also can plan a trip while
at home and download the information for the navigation system from the
car. The system has a text-to-speech function that allows the system to read
incoming information to the driver.
Figure 6.16 Becker Online Pro infotainment radio.

(© Harman/Becker Automotive Systems GmbH—http://www.becker.de).
Portable-Device-Based Aftermarket Systems

Trafficmaster is launching Smartnav, an aftermarket server-based navigation
system. With Smartnav, the need for expensive hardware is eliminated, and
the mapping database associated with line-fitted in-car systems is housed off-
board in the Smartnav central server computer. The only hardware required
in the car is a small telematics control unit (TCU) that receives the route data
through a portable phone, tracks the position with the integrated global
positioning system (GPS) receiver, and provides audible turn-by-turn route
guidance. Smartnav is simple to use. Having logged the intended trip with
the call center, the suggested route is downloaded automatically to the TCU.
Then the TCU provides route instructions via the car speakers. Each instruc-
tion is issued in a timely fashion, ahead of an upcoming junction or route
change. The instruction is delivered using simple but effective language,
similar to the way in which the user would read a map (e.g., using road
numbers).
81
The Tegaron Scout personal navigation system, shown in Figure 6.17, is

based on a personal digital assistant (PDA), a cellular phone, and a car inter-
face module. It provides global positioning system (GPS) based positioning
capability and hands-free communication. Alternatively, the cellular phone
and the PDA can be replaced by a smart phone.
The system uses the

pocket personal
computer as the user
interface, providing a
graphic display and
speech output for
the route guidance
instructions. The user
can select a destina-
tion using the address-
book function of the
PDA, a list of recent
destinations, or the
home destination, or
the user can enter a
new destination. The
system then sends the
route request to the
service center, where
the optimal route is
calculated (consider-
ing the most current
traffic information)
and returned to the
in-vehicle device.
The user installs the
Figure 6.17 Tegaron Scout server-based navigation
system. (© Tegaron Telematics GmbH— software using his or
http://www.tegaron.de). her personal com-
puter or notebook
computer.
82
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.
Simple Devices has taken a different approach. Instead of using cellular

communication, the company has linked the car infotainment to the home
computer. The SimpleAuto™ product, as shown in Figure 6.18, is a personal-
ized digital car entertainment and information system that consists of a trunk-
mounted media storage unit and an integrated, graphical remote control to
access and control the user's audio collection within the car. SimpleAuto
stores and plays back MP3 music, audio books, and customized information
updates. A consumer can personalize the content at his or her personal
computer or home gateway, with the car system being updated automatically
and wirelessly via IEEE 802.11b or HomeRF networking technology. Thus,
the user can access his or her CD collection, download audio books, and
build tailored information packages in his or her car.
Figure 6.18 SimpleAuto connected infotainment system.

(© SimpleDevices, Inc.—http://www.simpledevices.com).
83
Chapter 7
Challenges and Future

Research
The cars of tomorrow certainly will do more than transport us back

and forth, but how will telematics devices address user needs and
offer compelling presentation of data? Also, how will the hardware
and software design of new telematics devices adequately address the delicate
needs of human cognition with practical, risk-free information access? How do
we ensure seamless connectivity? How can telematics help to increase safety
instead of adding to driver distraction? This chapter describes the challenges
and research activities surrounding driver distraction, the human machine
interface, the cycle-time disparity, future communication networks, distributed
applications, and telematics-assisted safety systems.
Driver Distraction and Human-Machine Interface (HMI)

Driver distraction is becoming a growing concern of legislators and
automakers who are pushing a new array of electronic devices that have the
potential to allow a driver's eyes to stray from the road.
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.
Although drivers face many potential distractions–from hot drinks to children

in the back seat–one thing is clear: a properly used telecommunications
85
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.
The Society of Automotive Engineers (SAE International) is teaming with the

Intelligent Transportation Society of America (ITSA) and the Alliance of
Automobile Manufacturers (AAM), plus major automotive OEMs and
automotive suppliers, to develop recommendations for improving driver
performance [40]. Motorola, Delphi Automotive, Visteon, and Ford Motor
Company have been actively working to develop technology that will mini-
mize the steps needed to use electronic devices in vehicles and thereby
reduce driver workload. In Europe, the EU-funded consortium Comunicar
[41], with participation from DaimlerChrysler and Volvo, addresses usability,
workload, and safety issues. The main goal of Comunicar is to design,
develop, and test an easy-to-use on-vehicle multimedia human-machine
interface (HMI), taking into account driver workload, different environmen-
tal conditions, and traffic scenarios.
The Alliance of Automobile Manufacturers (AAM), the European Community

(EC), and the Japan Automobile Manufacturers Association (JAMA) have
established guidelines for human factors [42]. SAE has developed recom-
mended practices SAE J2364 for workload (15-second task rule) and SAE
J2365 (time to task completion for navigation systems). On an international
86
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.
In addition, the U.S. Department of Transportation (DOT) sponsored Intelli-

gent Vehicle Initiative (IVI) investigates the H M I integration of advanced
driver-assistance systems with telematics systems to reduce the likelihood of
driver errors, which are the cause of 90% of all accidents [43].
BMW has developed a new telematics multi-controller iDrive, which

replaces a variety of traditional switches and buttons with a simple rotation/
pressure knob. This new human interface controls approximately 700 sec-
ondary functions of the new BMW 7 Series [44].
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.
87
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
88
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.
89
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.
The European Community (EC) sponsored EVIDENCE project developed

a new universal location referencing method, intersection location coding
(ILOC), which eliminates the ambiguity among different databases [4].
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.
Distributed Voice Recognition

Today's telematics systems mostly require interaction with a human operator.
However, to minimize expenses in the call center, intelligent voice response
(IVR) systems are replacing certain functions of the operator, such as provid-
ing traffic information, relaying stock quotes, and reading news bulletins.
The major challenge is that digital communication networks distort human
speech. This makes it extremely difficult to extract the relevant speech
patterns from the noisy environment of a car. Temic Speech Systems and
DaimlerChrysler Research have shown that a distributed voice recognition
system can solve that problem [53]. In such a system, the in-vehicle system
does a first level of feature extraction. Then, the features are transmitted to
the server, where the actual language understanding and information
retrieval takes place.
90
Telematics-Assisted Safety Systems

Telematics allows vehicles to communicate location-based information with
the infrastructure and with other vehicles. Telematics can be used to obtain
information about the driving environment from one vehicle, and then this
information can be combined with information from the infrastructure. Safety-
critical, position-dependent information then can be sent to a following vehicle
or the driver of that vehicle. This technology will become a cornerstone of
future vehicle safety systems as the cost of communications drops, and safety-
relevant data from large numbers of vehicles and the infrastructure can be
combined to provide new safety services to vehicles and drivers.
DaimlerChrysler Research and Technology is developing precise vehicle

positioning techniques, vehicle-to-vehicle and vehicle-to-roadside communi-
cation techniques, and data mining techniques for the extraction of quality
safety information in a multitude of initiatives [54].
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.
BMW views every vehicle as a potential sensor for environmental data. It

focuses on exchanging vehicle sensor data using the extended floating car data
(xFCD) concept. In this concept, the vehicle collects relevant traffic and safety
data from a variety of onboard sensors, such as a global positioning system
(GPS), rain sensor, and engine management. Then, the system extracts infor-
mation about the relevant features (e.g., traffic jam detection, rain detection,
black-ice detection, braking action) and transmits the information to a service
center. The service center aggregates that information and uses it to warn
other drivers in the area about road hazards and incidents [55].
91
Acknowledgments
I would like to thank Anne Guetschow, Michelle Herrell, Tim van

Goethem, Yilin Zhao, and my wife, Serena, for the thorough review of
my manuscript, their valuable comments, and their constructive feed-
back. I also would like to thank Motorola for its great support in this
endeavor.
93
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99
List of Acronyms
AAM Alliance of Automobile Manufacturers

ACP Application Communication Protocol
ADAS Advanced Driver Assistance Systems
ADASE Advanced Driver Assistance Systems in Europe
ADP Application Data Protocol
A-FLT Advanced Forward Link Trilateration
A-GPS Assisted Global Positioning System
AHSRA Advanced Cruise Assist Highway Systems Research
Association
AMI-C/IDB Automotive Multimedia Interface Collaboration/ITS Data
Bus
AMPS Advanced Mobile Phone System
ANSI American National Standards Institute
ARPU Average Revenue per User
ASR Automatic Speech Recognition
ATIS Advanced Traveler Information Systems
AuWG Joint Automotive Working Group
ARIB Association of Radio Industries and Businesses
BTS Base Transceiver Stations
C/A Code Course/Acquisition Code

CAN Controller Area Network
CAS Conditional Access and Security (Protocol Layer)
CB Citizen Band
CCP Consumer Convenience Port
CDG CDMA Development Group
CDMA Code Division Multiple Access
CLDC Connected Limited Device Configuration
COFDM Coded Orthogonal Frequency Division Multiplex
CRM Customer Relationship Management
101
CSMA/CA Carrier Sense Multiple Accesses with Collision Avoidance

CSR Customer Service Representative
CSS Cascading Style Sheets
CTI Computer Telephony Integration
CWTS China Wireless Telecommunication Standard group
DAB Digital Audio Broadcast

DAIR Driver Aid Information System
DARC Data Radio Channel
DGPS Differential Global Positioning System
DOD U.S. Department of Defense
DOT U.S. Department of Transportation
DRGS Dynamic Route Guidance System
DRIVE Dedicated Road Infrastructure for Vehicle Safety in Europe
DRM Digital Radio Mondiale
DSRC Dedicated Short-Range Communication
DSSS Direct-Sequence Spread Spectrum
DVB Digital Video Broadcast
DVB-T Digital Terrestrial Television Broadcast
EBU European Broadcast Union

EC European Community
E-OTD Enhanced Observed Time Difference
ERTICO European Road Transport Telematics Implementation
Coordination
ETSI European Telecommunications Standards Institute
FCC U.S. Federal Communications Commission

FCD Floating Car Data
FDMA Frequency Division Multiple Access
GATS Global Automotive Telematics Standard

GDF Geographic Data Files
GIS Geographic Information Systems
102
GPRS General Packet Radio Service

GPS Global Positioning System
GSM Global System for Mobile Communication
HFP Hands-Free Profile

HMI Human-Machine Interface
HTML HyperText Markup Language
HTTP HyperText Transfer Protocol
HU Head Unit
IBOC In-Band On-Channel (Digital Audio Broadcasting)

IDB ITS Data Bus
iDEN Integrated Dispatch Enhanced Network
IEEE Institute of Electrical and Electronics Engineers, Inc.
IETF Internet Engineering Task Force
ILOC Intersection Location Coding
IP Internet Protocol
ISM Industrial Scientific Medicine
ISP Internet Service Provider
ISTEA Intermodal Surface Transportation Efficiency Act
ITS Intelligent Transport Systems
ITSA Intelligent Transportation Society of America
ITU International Telecommunications Union
IVHS Intelligent Vehicle Highway Systems
IVI Intelligent Vehicle Initiative
IVR Intelligent Voice Response
J2ME Java 2 Platform Micro Edition

JAMA Japan Automobile Manufacturers Association
JVM Java Virtual Machine
LAN Local Area Network

LED Light Emitting Diodes
LEO Low Earth Orbit
103
LMU Location Measuring Unit

LU Language Understanding (Component)
MAP Mobile Application Part

MMS Multimedia Messaging Services
MOST Media Oriented Systems Transport
MS Mobile Station
NAD Network Access Device

NHTSA U.S. National Highway Transportation Safety
Administration
OFDM Orthogonal Frequency Division Multiplexing

OSGI Open Systems Gateway Initiative
OTA Over the Air
PAD Program-Associated Data

PBX Private Branch Exchange
PDA Personal Digital Assistant
POF Plastic Optical Fiber
POI Point of Interest
PPP Point-to-Point Protocol
PSAP Public Safety Answering Point
PSTN Public Switched Telephone Network
QPSK Quadrature Phase Shift Keying
R/A Roadside Applications

RBDS Radio Broadcast Data System
RDS Radio Data System
RDS-TMC Radio Data System-Traffic Message Channel
RTM Road Traffic Messages
104
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
TCI/IP Transmission Control Protocol/Internet Protocol

TCU Telematics Control Unit
TDI Telematics Driver Interface
TDMA Time Division Multiple Access
TDOA Time Difference of Arrival (Method)
3GPP Third-Generation Partnership Project
TIA Telecommunications Industry Association
TIC Traffic Information Center
TPEG Transport Protocol Experts Group
TTA Telecommunications Technology Association (Korea)
TTC Telecommunication Technology Committee (Japan)
TTFF Time to First Fix
TTS Text-to-Speech (Conversion)
UDP User Datagram Protocol

UMTS Universal Mobile Telecommunication System
U-NII Unlicensed National Information Infrastructure
VEG Vehicle Expert Group

VERTIS Vehicle, Road, and Traffic Intelligence Society of Japan
VICS Vehicle Information and Communication System
VSELP Vector Sum Excited Linear Predictor
105
WAP Wireless Application Protocol

W-CDMA Wideband Code Division Multiple Access
WEP Wireless Encryption Protocol
WiFi Wireless Fidelity
WLAN Wireless Local Area Network
WML Wireless Markup Language
WPAN Wireless Personal Area Network
WWAN Wireless Wide Area Network
WWW World Wide Web
xFCD Extended Floating Car Data

XML Extensible Markup Language
XHTML Extensible HyperText Markup Language
106
About the Author
A x e l Fuchs is a consultant focusing on the fields of telematics and

intelligent vehicles. His background is in embedded computing,
digital control systems, wireless communications and networking,
and Internet technology. Dr. Fuchs has sixteen years of experience in
research, advanced development, project management, systems engineering,
and corporate strategy. In the last eight years, he led telematics research
efforts for DaimlerChrysler and has managed advanced telematics concept
development, telematics system engineering, and telematics technology
strategy for Motorola.
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.
107

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Downloaded from SAE International by University of Michigan, Monday, October 29, 2018

An Introduction to the Technical Aspects of

Copyright © 2002 Motorola, Inc. eISBN: 978-0-7680-7100-9

For permission and licensing requests, contact:

Library of Congress Control Number: 2001099451

Copyright © 2002 Motorola, Inc.

SAE Order No. T-105

Printed in the United States of America.

Chapter 7 Challenges and Future Research 85

This book discusses automotive telematics from a technical perspec-

Telematics systems are complex and require synchronization of systems and

Telematics services fall into the categories of communications, convenience,

Multitudes of telematics products exist today, and new technologies increase

The word "telematics" is derived from TELEcommunication and

Automotive telematics systems connect vehicles to a communication infra-

Vehicular communications started in 1921 with experimental radio telegraph

By 1989, Bosch Blaupunkt developed the first GPS-based autonomous navi-

Value Chain and Business

The consumer's needs include the following:

Figure 2.1 Value generation by stakeholder group.

The commercial user's needs include the following:

• Enhanced productivity with asset and fleet management systems.

The service provider's needs include the following:

• The ability to enhance the relationship with its customers by using

The vehicle manufacturer's needs include the following:

• Enhanced customer relationship management (CRM). The focus of

The terms in the perceived value equation can be defined as follows:

• Utility is a measure of how useful the service is to the consumer or

1. The purchase price of the in-vehicle device

Figure 2.2 Telematics value chain.

Service providers offer telematics services to consumers and commercial users

Communication providers offer access to the wireless and wired communica-

Application providers provide back-end or distributed applications. In some

Hardware component suppliers provide the silicon solutions, board-level

Software component suppliers provide software building blocks such as

Telematics System View

The purpose of an automotive telematics system is to deliver informa-

Figure 3.1 Telematics end-to-end system framework.

required to deliver telematics services to consumers and commercial users.

The in-vehicle telematics system consists of a telematics control unit (TCU)

Consumer devices such as a portable phone, a personal digital assistant

The communication infrastructure allows the in-vehicle system to communi-

The service center provides voice- and data-communication-based services to

Location-based services allow a richer, location-dependent service experi-

Figure 3.2 Telematics in-vehicle system solutions.

Infotainment services deliver an even richer user experience, with audible or

Figure 3.3 shows a fully integrated in-vehicle telematics system. The

body electronics via one or several vehicle controller communication net-

Figure 3.3 Fully integrated in-vehicle system.

Wireless Voice/Data Communication

Because of its nationwide coverage, wireless wide area networks (WWAN)

The wireless communications capability also must support protocol selection,

The voice prompt capability provides a mechanism to play certain pre-

Configuration and Diagnostics

Figure 3.4 Distribution of in-vehicle system capabilities.

The communication infrastructure consists of the cellular network, the data

Figure 3.5 Service center with voice and data portals.

The voice portal consists of the following components:

1. A private branch exchange (PBX) system handles incoming and

2. A computer telephony integration (CTI) server, which can route calls

3. An operator application server hosts the desktop applications for the

4. A customer relationship management (CRM) server handles all

5. The operator workstations provide the voice and data communication

1. The data portal server functions as a proxy between the data