MMF 320 Active Safety

Chalmers University of Technology

International Masters Programme of

Automotive Engineering

MMF 320 Active Safety

Telematics Systems in Active Safety

By:

Ibrahim Kaya Gunes

Jessica Wijkmark

Cornel Gutmann

Erica Wallander

Saadet Dundar

Group#8

May 11, 2006

Göteborg, SWEDEN

Chalmers University Telematics Systems in Active Safety May 11, 2006

1. Introduction

The primary aim of the Telematics Systems in Active Safety Project is to investigate the effect

of Telematics Systems on reducing the number of injured and killed people in accidents. Both

accident avoidance and accident mitigation strategies are considered including the benefits

and limitations of the systems during the study as well as the other active safety technologies

that could be an alternative to the telematics. The diverse technologies used in telematics

which also compete among, are explored to observe their influence on the market. And the

need of standardization of applied technologies is another important issue for the future of

telematics. In this project telematics systems and their application in active safety are

explored to depth.

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2. What is Telematics?

Telematics is the blending of computers and wireless telecommunications technologies,

apparently with the goal of efficiently conveying information over vast networks. The term

has evolved to refer to automobile systems that combine global positioning satellite (GPS)

tracking and other wireless communications for automatic roadside assistance and remote

diagnostics. Telematics systems have the great potential in reducing the number and severity

of traffic accidents by integrating features collision avoidance with features of post crash

safety/emergency assistance of occupants.1

2.1. Classification of Telematics

Telematics is an enabling technology supported by trends and advancements in

communications and automotive electronics. A telematics enabled vehicle provides a platform

for services and content that offer value to the customer such as traffic info, routing,

customized voice portals or live queries.2 Customer telematics are to better understand the

customer experience over the lifetime of vehicle ownership, provide access to relevant real

time vehicle information, and deliver personalized services to owners. Mainly, telematics is

solutions based on information flowing to and/or from a vehicle. (Diagram 1)

Diagram 1: Information flowing to/from vehicle3

Vehicle-specific

Telematics System

Occupant-specific

From Vehicle

Location

Events

Operational data

Environmental data

From Occupants Voice information

Service requests

Content requests

Transactions

To Vehicle Data requests

Remote control

Operational updates

Environmental data

To Occupants Voice information

Driving information

Multimedia content

Transaction info

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Telematics is a wide topic with the rapidly improving technology. However in order to

investigate the topic it has to be categorized into diverse segmentations (Table 1), such as

vehicle, customer, service and application centric approaches.3

Segmentation Comments Vehicle-Centric

Customer-Centric

Auto solutions

Driver/passenger solutions

Pays for itself eventually

Meets customer needs

Service-Centric

Device-Centric

Monitored telematics

Non-monitored telematics

Original Equipment

Manufacturer (OEM) supplied

Aftermarket supplied

Application-Centric

(Appendix A)

Safety and security

Navigation & traffic

Cell phone HFI

Entertainment

Tracking applications

Auto solutions

CAN, e-call, b-call

Real-time routing

Docking, Bluetooth

Music/video download

Location, speed, SVT

Diagnostic, SW upgrades Table 1: Telematics segmentation

2.2. Telematics Systems

Vehicles must meet some criteria in order to be considered as telematics-enabled, according

to the Telematics Research Group (TRG): 3

2-way communications

A location sensing device

A control unit that is interfaced to the auto’s electronic system

ITS Client

Mobile Devices

Auto ECUs

Telematics

Navigation System Driver

Assist Systems

Infotainment Systems

Diagram 2: Telematics overlaps

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Communication is the primary application for telematics. This includes voice but also

includes e-mail and messaging services. This requires voice recognition via hands-free

devices as well as text-to-speech technology.

Segment Wireless Data

Navigation

Traffic & weather information

Off-board navigation routes

Map & Point Of Interest (POI) updates

Hands-Free Phone Use Voice communication, text messages & e-mail

Safety & Security GPS location, speed & direction

Automatic collision notification, e-call, b-call

Stolen Auto Tracking GPS tracking, speed & direction

Content Retrieval E-mail, web content & location-based (POI)

Entertainment Digital music & digital video downloads

ITS Applications Electronic Toll Collection data (ETC)

Roadway to auto communication (future)

Auto Electronics

Remote diagnostics & Software upgrades

Auto operational data

Crash data & statistics (Event Data Recorder) Table 2: Telematics application spectrum3

Safety and security (including SOS and Automatic Collision Notification) is facilitated by an

embedded cellular system and is currently the only proven telematics application in the U.S.

market. Safety and security applications will become popular in Europe, Japan and other

regions.

Remote diagnostics capabilities are the basis for several applications that will benefit the auto

manufacturers’ bottom line. Collection and analysis of remote diagnostics on large numbers

of autos can identify reliability problems much quicker than today. Remote diagnostics will

facilitate the ability to obtain remote diagnostics on vehicle operation before scheduling of

service.

Telematics may change the customer relations management (CRM) balance of power between

auto manufacturers and their dealer. The motor vehicle event data recorder (MVEDR) is an

important application for the auto insurance industry, healthcare industry and for public safety

agencies. 4

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Traffic information that can modify driving behavior and better utilize public roads will be an

important telematics application. Road sensors, beacons and the use of floating car data will

greatly improve the value of traffic data.

Information and entertainment (infotainment) includes a multitude of information obtainable

in many formats; voice portals, live operator assistance, downloadable music and video files.

This content can be circulated via satellite, cellular or Dedicated Short-Range

Communications (DSRC). Some information is location based such as traffic, weather, and

point-of-interest data.

Business people, who rely on their car to do business, are likely to appreciate office

connectivity via telematics systems and via mobile devices. In effect they need a telematics

based office-on-the-road.2

2-way communication

No 2-way communication

No interface w/vehicle Interface w/vehicle databus

Portable Devices PDAs

Portable GPS Media Players

Digital Entertainment AM/FM/HD/DAB

Sat/DMB CD/DVD/SD/USB

Car Navigation GPS Navigation

Traffic & Routing

Smart Mobile Devices Portable Navi &

GPS-enabled Mobile Phones

HFI/Mobile Device Integration -External Phone -Voice and Data -Consumer services

Multifunction Telematics

-Multifunction HU -Voice & Data Services -Digital Entertainment

Embedded Telematics

-Embedded Phone -Data vehicle services -Monitored by Telematics SP

Diagram 3: Automotive telematics landscape5

2.3. Telematics Technology & Market

Navigation is the killer application for telematics today, however safety/security is expected

to grow immensely in future, as well as entertainment and tracking systems. Speech

recognition technology improvement becomes crucial as voice commands will take greater

part in user interface in order to decrease the driver distraction issues (Appendix B). Driving

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is already a multitasking effort, and telematics increase this effort. A perfect telematics

interface would be like in Table 3.6

User interface 1st Choice 2nd Choice

Keep your hands on the

steering wheel

Speech I/O

Steering wheel keys

Key entry

Center controls

Keep your eyes on the road Head-up display

Driver info display

Center display

Center controls

Revert to driving-only tasks

when needed

Workload

management system

Integration with

driving interface Table 3: Perfect telematics user interface

New applications and services for networking within the car and between car and

environment (Appendix C) which have not been possible so far can be realized as the

extensive improvements in computing and networking, such as processor and storage

technologies which enable offering of powerful, small and robust mobile processors and

storage solutions, have been made.6

16000

14000

12000

10000

8000

6000

4000

2000

0

2004 2008 2011 Diagram 4: Telematics sales projections5

The wireless market in general is growing profoundly, with market projections (Diagram 4)

showing more that 500 million wireless devices being sold worldwide each year in the near

future.7 Automotive systems engineers are evaluating many different types of advanced

wireless technologies because wireless is the only way to get it in an automobile. In the

coming years, automotive manufacturers will include some or all of the telematics wireless

communications links listed in the Appendix D.

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Telematics customers and applications have major regional variations that are driven by

geographic, social and technology adoption differences3 (Appendix E & Appendix F):

Population and auto density (units per Km2)

Navigation and routing complexity

Cell phone adoption rate & auto usage restrictions

Multi-country travel (multiple languages)

Auto purchase patterns (dealer lot or customer order)

Auto manufacturers’ strategy and home market

Average auto price

Other: mass transit, road tolls, traffic information

TRG’s Technology Index (Appendix G) - a measuring system based on the utilization of key

electronics technologies emerging in cars today- is based on 30 criteria in the areas of

telematics, navigation, phone options, and driver assist technologies. Examples of these high-

tech features include monitored telematics, navigation, Bluetooth, voice recognition, premium

audio/entertainment and driver assists. TRG’s Technology Index is an important indicator of

technology deployment and will change over time. A continued movement up the ladder by

Asian value brands who are adding these features at a rapid pace is expected.3

2.4. Standardization

Applications which concentrate on the in-vehicle networking are specified in cooperation

between manufacturer and service provider. Interfaces and data formats can be introduced

without necessarily depending on international or industry organizations. Hence the

introduction depends on technical possibility and market decision of the manufacturer,

respectively. In contrast, vehicle-vehicle or vehicle-environment networking represents a

more challenging interface problem. There must be an agreement and deployment defined

between the manufacturer and service provider spanning standards on application level, and

the development of new system platforms providing sophisticated communication

mechanisms and execution frameworks that meet the future requirements. More flexible

solutions, including data exchange with different manufacturer, require a specification of

relevant standards.8

Defining interfaces is essential when connecting the vehicle with external devices and servers.

Except for the physical and transport interfaces of the lower layers, interfaces for data access

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and data exchange within and between applications are necessary as well. In contrast,

standardized exchange of application data and context based processing is more challenging

currently. Basically two different approaches exist, to enable data access and exchange

between devices:

Predefinition of fixed data interfaces

Execution environments for dynamic download of applications

The interfaces for the exchange of application data are specified and installed before delivery

of the devices. The crucial part is the agreement on standardized interfaces and protocols

which are widely supported afterwards, and not only the successful specification is necessary,

but the widespread implementation as well.8

A system platform which provides an execution environment that installs and executes

applications, helps to solve some of the standards problems. Common interfaces or protocols

for data exchange need not to be available at once, but can be specified later on. After

specifying the data interface finally, an application providing it can be deployed.8

2.5. Future of Telematics

Today telematics enabled vehicles use navigations systems for location acquiring and traffic

condition predicting, steering wheel controller, several multifunction displays as well as

speech recognition use with various qualities and etc. The technology is expected to enable

vehicles to have memory card interfaces, traffic/weather/location info systems via cell phone

tracking, workload management systems, remote software upgrades, wireless event data

recorders and head-up display for telematics as to mention for the beginning (Diagram 5).

There will be shared wireless profiles, hands-free usage and pay-per-use method in telematics

for future.

The benefits of telematics data transfer will be understood better in future as its consequences

on automotive design become clear. Data can be collected as Auto Operational Usage data

packages, which means information on the driving habits of the driver. This information is

extremely useful for service applications with the data from crashes and accidents. An

accident data can be used for immediate, life saving benefits by Automatic Collision

Notification, as well as delayed and long term benefits by giving feedback to automotive

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design and production process. In that process the benefit of telematics in next generations is

the most observable.

Branded Audio/Video Digital entertainment

Front/rear seat

Multifunction Headunit Audio, Navi, Phone

User Interfaces Voice recognition HMI controllers Steering wheel

Wireless Interfaces Cell Phone, Bluetooth

GPS, satellite Broadband wireless

Vehicle Multimedia Network

Driver Assist Technologies (park assist, adaptive cruise,

blind spot detection, etc.)

Active Safety Systems (pre-crash safety, lane

departure warning, etc.)

Diagram 5: The new telematics hardware portfolio5

According to the Telematics Research Group, by 2015-2025 (region dependent) most vehicles

sold will have more than two-way communication links:

An embedded link to OEM for vehicle related telematics applications

A mobile device integrated or embedded link to content from service providers

An embedded link to roadway infrastructure and vehicle-vehicle communication

3. Telematics Applications

3.1. Collision Avoidance

3.1.1. Rear-End Collision Avoidance

Rear-end collisions account for one in four crashes or over 1.5 million crashes a year. Many

accidents are caused by drivers not keeping the distance to the next car. New technologies

will be used to sense the presence and speed of vehicles up ahead and provide warnings to

avoid collisions. 19

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3.1.1.1. Cruise Control

Conventional cruise controls, which maintain a preset speed, appeared more than twenty years

ago. More recent Adaptive Cruise Control, ACC is an option on some premium vehicles. It

detects the presence of a preceding vehicle and measures the distance as well as relative speed

using a forward-looking sensor, and it automatically adjusts the vehicle speed to keep a

proper range. In the event that the vehicle in front makes a lane change or speeds away, the

own vehicle accelerates till it reaches a preset cruising speed of the conventional cruise

control. Current ACCs only work in free-flowing traffic conditions on the highways on

single-traffic lanes that do not require merging. Over the next few years, their operating range

will be extended to include bumper-to-bumper and Stop&Go traffic. Even further in the future

is a system that can handle urban traffic situations. It will not only pay attention to the vehicle

in front but also take into account relevant elements of the traffic infrastructure and other road

users.25

3.1.1.2. Forward-looking radar

Forward-looking radar is used to determine when a crash is imminent; systems such as

Bosch's predictive brake assist can perform emergency braking independent of driver input,

helping vehicles stop short of colliding with the car ahead. 29

When telematics systems work on their own, they do not have as much information available,

which they can base their decisions upon, the result being more false alarms and less helpful

information for the driver. With greater integration the systems can be trusted with greater

responsibility and capability such as the ability to completely stop and start the car in traffic.29

3.1.1.3. Platoon driving

To achieve a safer traffic situation on the roads in the future, the cars can be connected

electronically. By letting the cars drive in colons the capacity and the safety of the roads can

be multiplied. Computers and cameras will take over the steering.

In Europe the next ten years, the traffic is expected to grow 30%. It is already too many cars

on the roads and a large increase in cars will be a big problem. Traffic experts and engineers

are looking at alternatives to new roads. By letting the cars drive closer together you can use

the capacity of the roads better. Normally a two lane road can take up to 2000 cars per hour

since there are large distances between the vehicles. If the cars can be electronically

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connected the amount of cars on that same road can be doubled or tripled. The average

reaction time for a human, from the point of noticing the danger to actuating the brakes, is a

second. Electronics can discover the danger in milliseconds and react just as fast. This makes

it possible to decrease the distance.

This technology is already under development. Experiments have been made as early as 1939

when General Motors tried to use radios to avoid accidents. In California in the 1990’s,

thousands of magnets where placed in the middle of the driving lane for the cars to follow,

computers kept the vehicles at the right track and let them roll close to each other. The

experiment was working but was still cancelled by the year of 1998. All over the world

scientists and engineers are still working on similar projects.

To register the distance to the next car, radar equipment is expected to be standard in vehicles

by short. The next step is to create a system for the cars to communicate with each other. This

is under development and not until the systems are built in to the vehicles, electronic

connecting of cars can be possible. The platoons drive themselves a meter apart, so that air

resistance is minimized. Investigations of platoon-driving suggests that up to 25 cars can be

involved in a platoon which can be made so flexible that vehicles can go in and out of the

platoon with out lowering the speed. Some car manufactures think that special car models will

be made for this technology, but most likely the models of today can be used with the systems

installed in them.

By the slipways on to the motorways scanners will be placed to check the vehicles for the

equipment needed for platoon-driving. Cars with that equipment can instantly slide in to the

platoon. The roadway has magnetized stainless-steel spikes driven one meter apart in its

center. The car senses the spikes to measure its speed and locate the center of the lane. This is

a reasonable investment that will margin of error of a few centimeters. The connected vehicles

will behave as a large unit and can move as fast as allowed while the driver can relax and

enjoy the view. Not only passenger cars can be connected in platoons. In Italy an experiment

has been successfully carried out with three trucks. Also buses can be electronically

connected.28

3.1.1.4. Competing technology - Brake lights

The brake lights on the vehicle helps the drivers know when a car is slowing down or

stopping. Brake lights are standard on vehicles and have helped prevent many accidents.

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From the year 1985 a center high-mounted stop lamp also became standard in all cars and

statistics have shown that rear impacts have been even further reduced. 24

3.1.2. Lane Change and Merge Collision Avoidance

One of the riskiest manoeuvres that a driver has to perform in a conventionalhighway system

is to merge into the traffic and/or to perform a lane changing manoeuvre. These accidents are

accounting for 1 in 25 of all crashes. Angle or sideswipe impacts are the most common

problems and require in-vehicle technology to help detect and warn drivers of vehicles around

them. 19

3.1.2.1. Lane Change Collision Avoidance systems

Lane change collision avoidance systems are designed to prevent crashes in lane

change maneuvers by alerting the driver to hazards to the vehicle in the adjacent lanes of

traffic. From previous studies, it has been determined that many crashes during a lane change

occur when the driver is unaware of a danger around their vehicle. Collision avoidance

systems detect surrounding vehicles that are in or entering a zone on the sides and behind the

vehicle, and notify the driver through the use of a warning signal. These can be in the form of

an auditory message (warning, hazard) or a visual symbol in the side or rear view mirrors. 26

One crash warning system has been tested at an

intersection along a four-lane divided express way in the

southern part of Minnesota. The system uses radar

detectors along the highway to measure gaps in traffic

and then flash road side warning sings to drivers on the

collector road, indicating whether it is safe to get onto the

highway. 27

3.1.3. Road Departure Collision Avoidance

The road departure collisions are mainly single-vehicle crashes - where the vehicle leaves the

road first and not because of a collision with another vehicle. Systems to avoid road departure

collisions will warn the driver when his or her vehicle is likely to deviate from the lane of

travel. These systems track the lane or road edge and suggest safe speeds for the road ahead.

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Future capabilities may integrate an adaptive cruise control function to adjust vehicle speed

for the shape of the road, based on input from a map database and

navigation system. Eventual cooperative communication with the

highway infrastructure or use of in-vehicle sensors to assess road

surface conditions (e.g., wet, icy, etc.) could improve the performance

of the system. 19

3.1.3.1. Road departure Avoidance systems

Systems to avoid road departure are mainly the same systems as for platoon driving; sensors

guide the vehicle and help it to stay in the center of the lane.

Other systems that help the vehicle stay on the road are stabillity-controll systems that are a

form of roll over prevention technology, these further discussed below.

3.1.3.2. Competing technologies – Road marks and roadrails

Markings on the side of the road can help the driver to know if she is approaching the verge.

The markings make the car bump when you drive on them.

To prevent the car from going of the road in an accident, railroads are placed by the side of

the verge.

3.1.4. Intersection Collision Avoidance

Research concludes that crashes of the nature crossing

path/intersection stands for 30 percent of all crashes. The problem of

intersection collisions requires systems that monitor a vehicle's speed

and position relative to the intersection, along with the speed and

position of other vehicles near by. Eventually the system may also inform other drivers about

impending violations as well as identify pedestrians and cyclists within an intersection. 19

The intersection collision problem needs infrastructure cooperation to work 100 percent.

While this service will be implemented first through in-vehicle systems but the information

from map databases and cooperative communication with the highway infrastructure will

increase.

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3.1.4.1. Intelligent intersections

Cooperative intersection collision avoidance systems consists of vehicle-based, infrastructure-

based and communication technologies and systems.21

A promising near-term deployable system for aiding drivers at signals in identifying when a

permitted left turn is unsafe; is intelligent intersections. Using multiple, detection and sensing

devices the system can identify and track vehicles approaching the intersection in real time.22

3.1.4.2. Traffic lights

Traffic lights help preventing intersection accidents by keep the traffic in order. Technology

have made the traffic lights more intelligent so the can sense when a vehicle is coming.

There are sensors buried in the road when a traffic light is coming up, that detects oncoming

vehicles. It is because vehicles are made of a lot of metal and the sensors react to that. Sensors

can be placed in the different lanes so that the traffic light knows if there is any car in the lane

for turning cars. It is also possible to put more than one sensor in each lane at different

distances from the traffic light to estimate if there is a few or many cars waiting. 23

3.2. Driver Condition Warning

Driver fatigue and drowsy driving are major problems in traffic safety today and figures

indicate that driver fatigue constitute a factor in 3 to 6 percent of all fatal crashes including

larger trucks and in 18 percent of single vehicle, large truck crashes. Approximately 100000

crashes occur every year by drowsiness or fatigue causing approximately 1550 people killed

and 40000 people injured in United States according to The National Highway Traffic Safety

Administration (NHTSA) estimations.31 In addition to these figures, more accidents are

believed to occur due to drowsy driving than the ones indicated by official reports. Another

interesting figure is that driver fatigue can be related with up to 40 percent of long haul truck

driver fatalities.It is definite that many things remain to be searched about the link between

driver fatigue and driver performance in addition to driver reactions to warning systems for

drowsy driver. It is certain that driver inattention is one of the major factors in many various

accident types and the link between drowsy or fatigue driving and driver inattention has a

significant possibility. Drowsy driving can be considered as a multi factorial event and main

contributors to it are sleep loss, long period driving and driving with low circadian rhythms

usually in the morning time and mid-afternoon.32

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Many surveys aiming to indicate the important portion of drowsy driving had results proving

the existence of the need to find an efficient solution for drowsy driving. In recent years,

various foundations and research groups try to address the problems in defining the drowsy

driving in a scientific way and researchers try to develop adequate various drowsy driving

detection algorithms. In order to develop an efficient algorithm, a reliable parameter to

measure drowsiness is needed.40 Among many physiological methods of detecting

wakefulness such as heart beat rate, rate variability, core body temperature and measurements

of eye, eyelid closure qualified as the most reliable and appropriate parameter of indicating

drowsiness. It was shown that PERCLOS which is defined as the proportion of a time interval

that the eyes were exclusive of blinks 80% to 100% closed, was strongly related with the

remaining indicators of drowsiness. Various other efforts about finding a link between driver

drowsiness and driving measures such as variations in lane keeping, steering inputs and speed

maintenance have shown that these parameters can be defined as a function of level of fatigue

so that they are considered as the promising ones. (Appendix H)

Driver condition warning systems which are considered to be near term services according to

the industry recommendations are able to detect driver fatigue and drowsiness by monitoring

driver eye movement. For alerting the driver, a warning sound is proposed to be used in order

to make the driver pull over and take a break. A crucial example to these systems is the

system that is being developed by US DOT. The system involves a real time onboard monitor

that measures the degrees to which eyelids cover the pupils over time which can be

considered as stated above, the best known indicator of the onset of sleeping.37

Figure 1: Example of eyelid closure occurrences of seven professional (bus and truck drivers)

participants per 10-second period, converted to a percentage in a research by FHWA

In addition, various technologies are also being developed to provide overall drowsiness and

alertness status by feedback mechanisms so that driver can figure better sleeping habits.

Determining if alertness can be restored or fatigue ameliorated by warning systems,

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identifying the range of feasible warning options and testing these options to determine the

most effective approach are three crucial points in the applications of these kind of warning

systems.38 These systems can even be able to prevent the engine of the car from starting in

cases of unconciousness due to drugs, drinks and drowsiness.

The initial target of programs developing these systems is the commercial trucking segment

for four major reasons38;

• Extensive night driving in commercial driving

• The need to minimize fatigue related crashes among paid drivers

• The high cost of commercial vehicle crashes

• The relative affordability of such systems for high value heavy trucks

Commercial vehicle drivers can drive up to 10 hours continuously without taking a break.

Due to their potential for greater mileage exposure and some other factors such as night

driving, their risk of being involved in a fatigue related crash is definitely greater than that of

a non commerical drivers. Although commercial vehicle drivers represent only about 4

percent of the drivers involved in known fatigue related crashes, their risk is higher. Another

interesting point is that various crash factors such as alcohol, speeding and other unsafe

driving acts are less likely to take place during commercial driving and less significant than

fatigue.39

In order to have a successful monitor, the research and development challenges such as low

cost, true unobtrusiveness, an acceptable false alarm rate, the non-disruption of the primary

task of driving, compatibility and synergy with other intelligent vehicle initiative crash

avoidance countermeasures should be considered.

Considering the recent work in driver condition warning systems, they can be classified as

vehicle to occupant telematics systems but with the ongoing development of these systems,

they can easily turn out to be both vehicle to occupant and vehicle to center telematics

systems. A driving condition system warning the driver about the drowsiness situation can

definitely turn to be a system that is able to warn centers that might be responsible in case of

drowsy driving such as a nearest headquarter of the commerical vehicle company. By this

way driver condition warning systems might also be able to warn responsible people about the

condition of their drivers via advanced communication methods and in this case for instance a

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bus company or a truck company headquarter might be able to take the decision directly to

send a more suitable driver for the rest of the operation.33

3.3. Safety Impacting Services

The area of safety impacting services is the result of the increasing concern indicating that the

increasing number of safety and convenience systems which are being deployed in vehicle

systems may have a safety impact. IVI( Intelligent Vehicle Initiative) program is interested in

the safety impact of combining systems and the resulting impact on the driver since 90

percent of the crashes are due to driver errors. Systems that can be combined involve;

• Road guidance and navigation

• Adaptive cruise control

• Automatic collision notification

• Cellular telephone

• In-vehicle computing

• Control assistance for transit buses

• Vehicle diagnostics/prognostics for commercial and transit vehicles

In recent years, the distraction potential of intelligent vehicle systems have also been

considered as a crucial topic to focus on. Initially, research to find out the existence of the

potential of the combination of the above systems for danger creation should be

accomplished. As a result of this research, systems should be developed to work properly in

terms of assistance and distraction prevention.

Taking into consideration the results obtained from one reliable research, one appropriate

alternative is to use voice regognition technology instead of visual-manual methods.

3.4. Infotainment

With more electronic information and entertainment systems being designed into vehicles,

there comes an increasing need for the types of analog devices found in consumer electronics

products as well as specialized devices that tie the systems together and distribute the content

to the users.

Innovations in automotive electronics have become increasingly complex, resulting in high-

end vehicles containing more than 70 electronic control units and offering a variety of

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functions to the driver. In-vehicle telematics and infotainment systems provide services like

digital radio, broadcast services, television, and MP3 audio. Key customer requirement in

infotainment and telematics area is "simplicity to avoid driver distraction". Solutions should

have highly optimized user interface and be connectable and upgradeable. Future applications

and services will integrate information sources available outside and inside the car, requiring

vehicle systems connected with in-vehicle consumer electronics devices and the outside

world. In order to realized the vision of an intelligent networked car, connected with the

environment and providing the driver with information according to his demands, common

efforts towards car manufacturer and supplier spanning standards for data exchange are

required. 1

Infotainment, telematics and mobile commerce applications are expected to emerge as the

major application areas for Bluetooth, WiFi and WiMax. High-end luxury sedans and SUVs

are also expected to emerge as the first vehicle segments to adopt these technologies in North

America. The Telematics Research Group predicts there will be more than 105 million

telematics-enabled automobiles on the roads worldwide between 2006 and 2010. The study

indicates that the coexistence of multiple wireless network technologies in light vehicles will

catalyze the market's growth as the market matures.9

Diagram 6: Infotainment system

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To support the multitude of services that can be provided to the driver and passengers and

ensure an affordable device cost, car infotainment and telematics device developers must use

a proven and integrated software. By standardizing on a software platform like Platform CI

(car infotainment), suppliers can effectively eliminate baseline development concerns and

have all the foundation to develop highly reliable car infotainment products to focus on their

core business of developing new, innovative and affordable devices.

Communication: Under-the-hood and above the hood communications like IP-over-1394/,

Bluetooth stack, car telephony, client server applications, HAVi & OSGi standards

Embedded Software: Embedded graphics, image processing, and development of GUIs,

multimedia browsers, EMS/MMS utilities and internet access utilities with tight integration to

target hardware and signaling components

Host-based Application Software: Navigation systems like map matching algorithms,

navigation algorithms, vehicle monitoring tools, media servers

DSP Software: Audio/video codecs and multimedia system layer protocols embedded targets

3.5. Vision Enhancement

In 42% of all vehicle crashes reduced visibility is an important factor. One third of these

crashes involve single-vehicle roadway departure and one fifth is rear-end collision incidents.

Further, more than one half of pedestrian incidents occurs at night and includes reduced

visibility as a significant factor. Reduced visibility can be

caused by lightning and weather conditions, e.g. glare, dawn,

dusk, rain, snow, fog and of course darkness. Other dangers

besides reduced visibility that can occur while driving by

night include fatigue, drowsiness, blurring of peripheral

vision and impairment in judgement of distances and

movements. The numbers behind these statistics do - because

of that - not reveal how many accidents occurred because of

lack of visibility, but introducing an effective and easy to use

system to enhance the driver’s perception would help prevent

accidents and ultimately reduce fatalities and injuries for

drivers, cyclists and pedestrians.11

Figure 2: Night vision

21/40


Vision enhancement systems (VES) help drivers by providing an augmented view of what is

ahead. The systems can be divided into two broad categories: first, those systems that depend

upon natural or infrastructure-based illumination. And second those that depend on additional

illumination from the vehicle. Infrastructure-based systems use reflective materials on

pavement marking, road signs and other fixed roadside objects to provide an enhanced view.

On the other hand, vehicle-based systems use a suit of sensors and equipment to improve the

view through an in-vehicle display. The focus in this report is on vehicle-based systems.

VES for cars may be based on different principles for example infrared (IR), ultrasound or

radar. Nowadays most of the systems use IR technology, mainly because these systems offer

an inexpensive system solution. Recently developed uncooled IR-technology does not need

cooling to liquid nitrogen temperatures (80K). Systems based on such detectors seem to be

very reliable. IR technology gives the driver both a longer and a broader field of view.12

Cadillac introduced the first night vision system on the 2000-model year DeVille. That system

was an evolution of military technology developed for Desert Storm. An infrared beam

projected from the front of the car detected heat from the objects ahead. With this information

a monochromatic image was created and projected onto a heads-up display in the windshield.

The system offered important improvements over traditional headlights, but had also some

drawbacks. The infrared beam was most effective at detecting those objects which emitted the

most heat, e.g. pedestrians, animals and other moving vehicles. But it was not satisfying at

detecting other objects in the road and there was still a question of durability in extreme heat

and cold. Because of that drivers didn’t trust this new technology.

The next manufacturer that introduced a VES was Lexus. This new system produced clearer

images and was much better in detecting objects. The Lexus system added two near infrared

beams that worked with a camera in the grille and a dedicated computer. This new technology

helped to detect objects that didn’t radiate heat. Like Cadillac, the Lexus system uses a heads-

up display, which projects the night vision image in the lower section of the windshield.14

One of the latest VES was introduced by Mercedes-Benz. Their night vision assist is available

as an option of the fully-loaded 2007 S550 sedan. The system operates off two infrared

projector beams mounted in the headlamps, and a camera in the windshield. The road ahead is

bathed in infrared light (blue area in Figure 3), so the infrared beams capture objects that

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would not be detected by a heat-sensitive infrared system. The camera and the monitor are

also replaced. Instead of placing the camera behind the grille, like Cadillac and Lexus did, it

is now mounted in the windshield. The camera is now less susceptible to damage from debris,

extreme temperatures or collision. Removing the monitor from the windshield in the middle

of the instrument cluster prevents line-of-sight obstruction. The infrared headlamps activate

automatically whenever the car is moving forward at night. The system enables drivers to

detect pedestrians in the roadway far beyond the reach of the bi-xenon headlamps. In tests

accomplished by Mercedes-Benz the system

detected a test dummy in white clothing 65 meter

ahead of the vehicle and a dummy in dark

clothing 50 meter ahead. On the other hand the

headlamps detected the corresponding dummies in

52 and 21 meter.14 There are several other

companies starting now to work on NVE. For

example BMW introduced NV on their new

7series using FIR Technology.

The University of Linköping accomplished three experiments looking at the effects of Night

Vision Enhancement Systems (NVES) on driving performance, with differences in image size

ratio, lateral position and direct/indirect viewing as

parameters. They found out that drivers who use a NVES

gained time to assess a dangerous situation and solved the

problem better than drivers without such a system.

Looking at the image size ratio of the display they came

to the conclusion that a 1:2 display ratio resulted in better

anticipatory control without any adverse effects from

differences in recognition distances.

Figure 3: Mercedes-Benz night vision assist

Figure 4: Night vision display ratio

In their last experiment they compared a virtual display to a direct viewing Flat Panel. The

results showed some differences between the two types, although they were small compared

to the effects of learning.

After all results were analyzed they confirmed that NVES have an indisputable improvement

in the driver’s anticipatory control, and hence have considerable safety potential.13 As a

positive side effect they also found out that drivers using VES don’t drive faster than those

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driving without the system what could have been expected. Another significant advantage of

IR based VES is that drivers of oncoming vehicles are not blinded by the infrared system.15

Nowadays the only disadvantage of such systems is the price. For example the base price for

the Mercedes-Benz S550 is around 72 000 €. The additional package that includes night view

assists costs 5500 € extra. The only two models that include the night view assist in their base

price are the S65 AMG and S600. But both cars have price tags well over 85 000 €.

3.6. Vehicle Stability

About half of the fatal passenger vehicle crashes that occur each year involve a single vehicle.

A study of the U.S. National Highway Traffic Safety Administration (NHTSA) found that

equipping cars and commercial vehicles with vehicle stability controls could reduce this

number of such fatal crashes by more than the half.18

Vehicle Stability Enhancement Systems (VSES) are a computer-controlled system that help

the driver retain or keep control of the vehicle during extreme cornering or when driving on

dangerous surfaces like ice, snow and wet and uneven ground. The systems also help keep the

vehicle under control when a driver makes sudden lane changes or is involved in other

emergency manoeuvres. As there is a conflict between stability on one hand and

manoeuvrability on the other hand one has to find a compromise, and balance both to the

intended use of the vehicle. With the development of sensors, actuators and computers

stability and automatic control became linked.16

Most of the active stability control systems are developed on the Antilock Braking System

(ABS) and Electronic Stability Program (ESP). They also use Traction Control along with

technology from aerospace. The most common way to keep vehicle stability is selectively

applying the brakes at individual wheels. The rotational speed of the wheels, the throttle

position and the steering angle yaw (turning motion) are compared by a microprocessor. With

this data it is possible to detect if the vehicle has a sudden lost in grip on one side and begins

to be unstable. If such a case occurs the microprocessor sends immediately signals to the

brakes and throttle to help the driver keeping control over his car. Engine output may be

reduced and wheels may be separately braked to help restore control.17

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Figure 5: Detection of slipping and skidding

In principle, there are several other ways to change the stability properties of an automobile

besides selectively applying the brakes at individual wheels. It is also possible to steer the rear

wheels of a car using actuator and a controller responding to sensed deviations of motion

from a reference vehicle response. Recently, the trend toward various types of drive-by-wire

has resulted in the production of active steering systems but most of these systems have acted

on the front wheels.

In an active steering system the road wheel angels can be controlled by a combination of

driver and computer input. This means that the response of the vehicle to steering wheel

inputs can be varied. Effects due to changes in load, tire pressure, or surface traction which

usually would cause different steering response could almost be neglected by an active

steering system. A simple example is speed-dependent steering, now available in many

automobiles. At slow speed, the steering is made more responsive so less motion of the

steering wheel is required but at high speeds the steering ratio is made slower so that the

driver does not feel that the car reacts too violently.

It is still preferable if the operator controls the vehicle. Because if an unstable vehicle may be

stabilized actively but there occurs a failure in the control system

the driver should still have the possibility to correct the failure in

the system. One should also not design very dangerous vehicles

and rely on an active control system to correct its bad behaviour.

But there is still a big market for electronic stability control.10

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The NHTSA study found a 35 percent reduction in single-vehicle crash risk for cars and a 67

percent reduction for SUVs. Current efforts are focused on commercial vehicles, as their

higher centres of gravity and coupling points make them more vulnerable to jacknife or

rollover. Because heavy vehicle instability often results in rollover, there is a huge potential to

cause serious damages to driver and vehicle.17

Two different systems have been identified by NHTSA to help reduce the incidence of heavy

vehicle rollovers. The first is a Roll Stability Advisory System (RSA). It measures the

rollover stability properties of a typical tractor-semitrailer as it is operated on the roadway and

provides the driver with a graphical depiction of the vehicle’s loading condition relative to its

rollover propensity. The second one is a Reward Amplification Suppression System (RAMS).

It is an active brake control system coupled with an Electronic Brake System (EBS). It

selectively brakes the wheels to stabilize the vehicle. These systems provide a small but

significant improvement in aiding the drivers.

The next step should be to integrate these systems with roadway geometry mapping to make

the systems more effective as proactive crash warning and crash avoidance systems.18

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4. Discussion

Telematics is solutions based on information flowing to and/or from a vehicle. Today a

telematics enabled vehicle is supposed to have 2-way communications, a location sensing

device and a control unit. At this point vehicle-vehicle or vehicle-environment networking is a

challenging issue for interface matching. Manufacturers and service providers should agree to

provide some criterions on application level for data exchange in order to have flexible

solutions. Widespread implementation follows the approval of standardized common

interfaces and protocols. A system platform, providing an execution environment that installs

and executes applications, might be the solution.

Driving is already a multitasking effort, and telematics increase this effort. A perfect

telematics interface should be revertible and let the driver be hands free, eyes on road. Speech

recognition technology improvement becomes crucial at this step. As the extensive

improvements in computing and networking (more powerful, small and robust mobile

processors and storage solutions) have been made, new applications and services for

networking within the car and between car and environment can be developed.

Remotely collected data from vehicle is useful feedback for the auto insurance industry,

healthcare industry and for public safety agencies as well as for manufacturer in identifying

reliability problems quicker. The benefits of telematics data transfer will be understood better

in future as its consequences on automotive design become clear. Traffic information that can

modify driving behavior and better utilize public roads will be another important telematics

application. Telematics customers and applications have major regional variations that are

driven by geographic, social and technology adoption differences. Right now navigation is the

main application on use for telematics, however safety and security is expected to grow

immensely in future, as well as entertainment and tracking systems. It already is popular in

U.S. market and will become so in Europe, Japan and other regions. Asian value brands are

adding these features at a rapid pace.

Nine of ten accidents are caused by human errors, never the less do the scientists believe that

overcoming our fear of letting the electronics take the responsibility will be the biggest

obstacle. But if the drivers are convinced of the benefits other advantages can be made, for

example with platoon-driving the air resistance will decrease so much that drivers can save up

to 25 % fuel. Apart from the technical challenges of developing driver assistance systems,

questions remain how they will affect the driver. Will the driver still be alert enough to

intervene and take over control from a semiautomatic system when required? Will he drive

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more reckless because he comes to rely on the driver assistance systems? All these issues

remain to be examined, case by case.

One difficulty with introducing large new systems is that no one will buy cars equipped with

the system unless there is a network that can accommodate them, and no one will build the

network until there is sufficient number of such vehicles on the road. Platoon driving cannot

mix well with regular traffic. For this reason, most research is aiming for intelligent vehicles.

Those cars can assist the driver in mixed traffic, and are thus likely to be deployed sooner.

The roadways of today are not made for having several times as many cars on a piece of road

as is possible with manual control. Freeway interchanges would have to be rebuilt, and

enormous parking garages would be required to accommodate the massively increased

number of cars.

In terms of driver condition warning systems, a crucial topic that should be covered is the

border of warning systems. Warning only the occupant can be considered to be inadequate

whereas warning a responsible headquarter and changing the characteristic of the system from

vehicle to occupant to vehicle to center system might turn the system into a more telematics

related system. For the future applications, ongoing research for improving the existing

systems might also be extended to cover problems such as limits of driver condition warning

systems. Another crucial point that should be considered is the integration of increasing

number of safety and convenience systems which are being deployed in vehicle systems may

have a safety impact. According to the results of some specific research, voice recognition

technology and its integration should be emphasized more as the best alternative to the

conventional systems so that distraction due to increasing number of systems onboard can be

reduced.

Car manufactures have often the tradition of filtering their technology down to its more

affordable models. In that case, the VES may go a long way to make the road a safer place for

motorists, cyclists and pedestrians. And drive-by-wire systems are uncommon in cars. The

main reason is that cost and complexity considerations are extremely important for most of

the automobiles except the most expensive ones. Secondly, there are a number of laws

relating to automobiles that vary from continent to continent. This could make some of the

active safety systems illegal in certain parts of the world. The law in some countries requires

that there must be a direct mechanical connection between the driver’s steering wheel and the

road wheels. For car manufactures it is not a profitable business to adapt their products to

every market.

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5. Conclusion

Today telematics enabled vehicles use navigations systems for location acquiring and traffic

condition predicting and so on. And they are most commonly used in north USA and Canada.

However safety and security usage of telematics is improving as the European and Asian

markets put telematics services in their agenda. The benefits of telematics data transfer will be

understood better in future as its consequences on automotive design become clear, depending

on the feedback from data collection systems.

The telematics collision avoidance systems of today are small local systems like Adaptive

Cruise Control or Forward Looking Radar, like Bosch’s predictive brake assist. The systems

work individually. The future of telematics collision avoidance system will be integration of

different systems to make them work together towards driverless cars e.g. platoon driving.

Systems such as driving condition warning systems aim to be implemented in the commercial

vehicles initially due to the larger frequency of warning cases among the commercial vehicle

drivers but with the developments in this area and decreasing technology costs, similar

systems will take their place in the passenger cars also and by this way condition warning

systems can also be extended in passenger cars via telematics for instance by communicating

the nearest police officer to take care of the drowsy driver and giving information about his or

her condition. There is no doubt that there is a necessity for these kinds of systems but it is an

issue of time and cost basically.

Considering the safety impacting services, there should definitely be an optimization in terms

of providing safety, assistance and minimizing driver distraction. After solving this

optimization problem, safety impacting is definitely going to reach its aim.

New applications and services for networking in-vehicle, vehicle-vehicle and vehicle-

environment which have not been possible so far are being realized as the extensive

improvements in computing and networking, have been made. Consequently, the future of

automotive industry shares the path of telematics.

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Appendix A- Telematics Approaches

Features Advantages Comments

Cell Phone Centric

Hands-free IF

Speech recognition

IF to radio

Customer need

Low cost solution

Rapid intro

Strong aftermarket

May be mandatory

Bluetooth growth

Navigation Centric

Navi with traffic

info

Cell phone HFI

Customer need

Time/cost savings

Costly solution

PND emerging

Safety & Security Monitored services

CAN & concierge

Save lives & cost

Peace of mind

Big investment

Long payoff

Auto Centric

Remote

diagnostics

Software upgrades

Cost savings

Pays for itself

Often with

safety/security

GPS Tracking Location tracking

Many applications

Cost savings

Productivity gain

Commercial TM

For fleet ops

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Appendix B-Telematics I/O Technologies

Type Function Technology Comments D

ispl

ays Driving information

TM system info

Convenience info

Active matrix LCD

Organic LED/EL

Vacuum fluorescent

Small safety-related

displays needed in front

of driver

Larger TM displays

needed for convenience

applications

Hea

d-up

Dis

play

Projects driving info

on front windshield

LCD & image source

Scanning Photonic

System

HUD needs imaging

source and a projection

device

Spee

ch I/

O

Driver commands

Content reading

Warning & alerts

Speech recognition SW

Text-to-speech SW

Pre-recorded speech

Hands-free issues are

making speech

technology very

important for telematics

Inpu

t

Con

trol

Driver selections of

functions & options

Multifunction switches

Haptic controls

Multifunction

controllers are

controversial due to

learning time

Bio

met

ric Driver identification

by comparison to pre-

recorded pattern

Finger print

Voice recognition

Face or eye recognition

Finger print technology

is most viable for

telematics applications

Face recognition

emerging

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Appendix C-Telematics Trends

Trends Comments3

In-Vehicle

Telematics

Becoming standard

Built-in handset interface

Multifunction systems

Telematics data has value

GM in USA, Fiat in EU

EU leads, growing elsewhere

With radio, navi, head-unit

To OEM, driver, 3rd parties

Mobile

Device

Integration

Driven by HFI mandates

Focus for many OEMs

Substantial aftermarket

Multifunction handsets

Many countries, USA states

Will become OEM standard

Pioneered by aftermarket

Navigation to be important

Wireless

Tech

Handset Bluetooth

3G becoming mainstream

Wi-Fi as local broadband

WiMax to emerge by 2007

DSRC to emerge by 2010

EU leads, growing elsewhere

Deployed in Japan, Korea

Home WLAN, access points

Mobile WiMax 2009-10

Roadway-auto, auto-auto

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Appendix D-Existing and New Telematics Wireless Communications Links

Name Frequency Description Comments7

AM and FM radio

540 – 1680 kHz 88 – 108 MHz (Worldwide)

Broadcast audio, AM used primarily for talk radio and live sporting events, FM for in-car music entertainment

AM radio was the original “wireless application”, will always be standard equipment

Analog cellular telephone

824 – 894 MHz (North America)

AMPS is the original analog cellular standard, used today as backup system in areas where PCS is not available

With roadside safety being a consumer demand, OEMs consider AMPS as basic minimum coverage

Digital cellular telephone

890 – 960 MHz (Europe)

GSM is the main mobile phone standard in Europe today

Will be basic minimum for European telematics-equipped cars

Global Positioning System

1575 MHz (Worldwide) (Rx Only)

GPS is a satellite-based position location system, providing current vehicle latitude, longitude, altitude and speed

Fundamental to any location-based auto safety service or navigation/street mapping system

Digital PCS/3G telephone

1850 – 1990 MHz 1885 – 2025 MHz

CDMA, TDMA, and GSM are the three main North American PCS standards. W-CMDA and CDMA2000 will be the worldwide 3G standards.

PCS and European GSM referred to as 2G, now implementing 2.5G today for digital data phone service. .

Digital Satellite Audio Radio System

2.32 – 2.345 GHz (U.S.)

DSARS is a new radio system based on a satellite link; will provide nationwide radio service by subscription

Modeled after PPV TV, $10/month subscription for nationwide, commercial-free radio coverage

Wireless Local Area Networks

2.40 – 2.497 GHz (Worldwide)

Bluetooth and 802.11b are the main two standards for Wireless Local Area Networks (WLANs)

Bluetooth could be used for low data rate applications such as keyless remote entry and garage door openers.

High data rate WLAN

5.15 – 5.35, 5.725 – 5.875 GHz (Worldwide)

802.11a is a new WLAN standard in the new U-NII 5 GHz frequency band. HiperLAN 2 is the approved European standard

Capable of providing up to 54 Mbps, it is a high data rate extension to the 2.4 GHz standards

Dedicated Short Range Services

5.85 – 5.925 GHz (U.S.)

Developed by the Department of Transportation, DSRC will be part of the DOT’s Intelligent Transportation System (ITS)

Will be used for such applications as real-time traffic congestion information as well as wireless toll both collection

Collision Avoidance Systems

76 – 77 GHz (Worldwide)

Type of low power Radar system, capable of detecting and tracking objects and other vehicles

Warns drivers of hidden objects in close proximity when backing the vehicle, as well as working with Adaptive Cruise Control Systems

Forward Imaging Sensors

Infrared Light Visible Light (Worldwide)

Separate sensors provide both visible and infrared forward image sensing capability

Infrared systems allow faster nighttime recognition of people or animals in the road ahead; visible systems detect/track travel lanes, also part of Adaptive Cruise Control Systems

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Appendix E-Regional Telematics Snapshots

USA Europe Japan3

Mar

ket

Cha

ract

eris

tics

Homogenous market

Large land mass

Open road travel

Annual sales 16.8m

58 autos per sq./mile

Multiple languages

Multiple cultures

Inter-country travel

Annual sales 17.1m


Homogenous market

Difficult navigation

High density travel

Annual sales 4.5m


App

licat

ions

Safety and security

Handsfree phone

Navigation & POI

Entertainment

Device integration

Navigation & Traffic

Travel portals & POI

Handsfree Phone

Entertainment

Device integration

Navigation & Traffic

Content Portal

Advanced POI

Entertainment

Safety and security

Cur

rent

H

ardw

are

Solu

tions

Multifunction headunit

Embedded TCU

Bluetooth

Device interfaces

Navigation headunit

SIM Access or SAP

Bluetooth

Device interface

Multimedia navi headunit

DCM, cable, BT

Graphics-intensive processing

HDD and other storage IF

Mar

ket

Stat

us *Navigation sales 1.2m

**Telematics sales 3m

*Navigation sales 2.7m

**Telematics sales 1.7m

*Navigation sales 3.6m

**Telematics sales 0.87m

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Appendix F-Telematics Applications by Countries

Approach Leaders Others

USA

Safety/Security

Cell phone HFI

Navigation

Auto centric

OnStar: S/S, AC, CP HFI

BMW: CP HFI, S/S, navi

M-B: CP HFI, navi, S/S

Honda: Navi S/S, CP HFI

Chrysler: CP HFI, navi

Toyota: Navi, CP HFI

Ford: CP HFI, navi

Nissan: Navi, CP HFI

Eur

ope

Cell phone HFI

Navigation/Traffic

Infotainment

Safety/Security

BMW: S/S, navi, CP HFI

M-B: Navi, CP HFI

PSA: CP HFI, navi

Fiat: CP HFI, navi, S/S

GM: CP HFI, navi

Volvo: CP HFI, navi, S/S

Toyota: CP HFI, navi

VW: CP HFI, navi

Japa

n

Navigation/Traffic

Cell phone HFI

Infotainment

Honda: Navi, CP HFI

Nissan: Navi, CP HFI

Toyota: Navi, CP HFI

BMW: Navi, CP HFI

Mazda: Navi, CP HFI

M-B: Navi, CP HFI

Kor

ea Cell phone HFI

Navigation/Traffic

Safety/Security

SK NATE: Navi, CP HFI

Mozen: S/S, CP HFI, navi

K-Ways: Navi, CP HFI

LG Ez Drive: Navi, CP HFI

EverWay: S/S, CP HFI, navi

R-S INS: S/S, CP HFI, navi

Oth

ers Cell phone HFI

Navigation

European luxury brands

Other luxury brands

Australia: Holden, Toyota

Taiwan: Nissan

35/40


Appendix G-TRG Technology Index-Select U.S. Brands

[2006 and 2007 model year distribution normalized to the market leader]3

36/40


Appendix H-Collected Response Variables from a Research by NHTSA

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