Workshop on ICTs in Motor Vehicles, 4-5 March 2009
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Abstracts
| Wednesday, 4 March 2009 |
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10:00 – 10:15 |
Opening session |
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Welcome Address |
Malcolm Johnson,
Director, Telecommunication
Standardization Bureau (ITU-T)
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Opening remarks |
Kevin McKinley, Deputy
Secretary-General, ISO |
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Opening remarks |
Jack Sheldon on behalf of
Aharon Amit, IEC General
Secretary |
| 10:15 – 12:15 |
Executive session
Moderator: Hans Gierlich,
Head Acoustics GmbH
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How cars communicate with their
environment |
Burkhard Göschel,
CTO Vehicles & Powertrain Group Magna International,
Chairman to the Grand Prix Manufacturers Association (GPMA),
Chairman to the Formula 1 Manufacturers Advisory
Committee
In Formula 1 a lot of
communication between cars and
their pits take place. Different
functions like tire pressure,
chassis data or also analysis of
engine data in terms of
performance and lifetime are
communicated via telemetry. An
efficient and above all secure
race progress without all these
sorts of communication would not
be imaginable nowadays.
Passenger cars, driven by
governmental regulation and the
daily call for more safety, more
and more develop in the
direction of racing cars in
terms of telemetry.Car2car
communication or
car2infrastructure communication
are the terms that dominate the
electronic engineering offices
of worldwide leading OEMs and
suppliers. The car becomes the
link between sensor and
actuating elements, where these
elements melt to ECUs. New
sensors plus the new access to
external information with
electrified actuating elements
allow a new level of vehicle
intelligence. The driver gets
supported through new integrated
information systems like head
units. One major goal of all
these developments is to improve
active safety. The challenge
will be in the next couple of
years to reduce the cost of the
new system by new technologies
and integration. |
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Vehicle Communication to Help
the Environment |
T. Russell Shields, Chairman, Ygomi
With consensus about climate
change growing among consumers
and regulators, there is
increased attention to vehicle
technologies with potential to
reduce CO2 and other
fuel-related emissions. Vehicle
communications technologies
(i.e., vehicle telematics) hold
great promise to support more
environmentally friendly
vehicles, both by supporting
cleaner-fuel vehicles (e.g.,
electronic vehicles) with data
and voice services that can help
increase their appeal and
prevalence, and by supporting
all vehicles with data
applications that can help
reduce fuel usage. Perhaps most
promising, telematics
applications such as fuel usage
tracking with probe data can
lead to fuel usage regulations
and technologies based on
real-world driving conditions,
with lower development costs and
improved monitoring and
enforcement. All the technology
needed for these solutions
already exists, and the
in-vehicle technology has been
tested extensively. The
remaining steps are for
governments to allocate the
radio bandwidth for data
transmission, and for a
qualified operator to be put in
place to build out the necessary
network. |
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ITS as a new market for
telecommunication in Ubiquitous
ICT |
Tadao Saito, CTO, Toyota InfoTechnology Center |
| Ubiquitous connectivity to improve urban mobility |
Hermann Meyer, CEO, ERTICO
(ITS Europe) |
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“Aria Nuova” Project and the
scientific activities of Monza
autodrome |
Ivan Capelli, F1 driver,
Monza Research Institute
“Autodromo Nazionale Monza" is
not only a symbol of worldwide
motor competitions, but is now
also a centre for spreading
information on what companies
are developing and producing in
motor sport and innovation and a
place where such activities can
have practical experimentation.
“Aria Nuova” is the name of the
project born to carry on this
new image of Monza Circuit. The
first edition of Aria Nuova was
held at “Autodromo Nazionale
Monza” from 12th till the 15th
June 2008, with the aim of
creating a meeting point between
research and scientific
development, entertainment and
sport competition.
“Eco-sustainability and progress
together for the environment”
summarizes the contents as well
as the current events.
Atmospheric pollution, dust,
Co2, greenhouse effect are real
matters on which we have to
think over every day.
"Aria Nuova" is an extraordinary
event, with a diversified and
complete programme. Its unique
format enables to promote the
mature market of eco-cars as
well as to accompany researchers
of energy production technology
towards the EXPO 2015.
The second edition will take
place from the 11th till the
14th June 2009. Conventions will
be held throughout Thursday,
Friday and Saturday, followed by
entertaining initiatives on
Saturday and Sunday. The event
will end with the 2nd FIA Trophy
Aria Nuova – a competition
dedicated to ecological
vehicles.
Aria Nuova is a project included
in the scientific activities of
Monza Circuit, managed by Monza
Research Institute, a reseach
center that works in particular
on four different areas:
- environmental protection, with
the following objectives:
1. creation of a facility for
the testing of fuels and
innovative propulsion systems (biofuels,
biogas, hydrogen,
hydrogen-methane mixtures, etc.)
2. collaboration with the Joint
Research Center of the European
Commission for the construction
of facilities to monitor and
control energy and the
environment, as already
experienced with Aria Nuova
2008.
3. insertion into the car fleet
of the circuit, of prototypes
powered with new fuels
4. implementation of
laboratories to study the
research for new solutions for
mobility
- Road Pricing, Reduce
Pollution,Traffic Management and
Fleet Management
- Drivers medical safety
- road safety, in collaboration
with universities and companies
involved with research projects
aimed at optimizing the
integration between different
types of vehicles (buses and
cars) and the different types of
energy absorption barriers to be
placed on road infrastructure. |
| 12:15 – 14:00 |
Lunch |
| 14:00 – 15:30 |
Session 1: Fully Networked
Car and Climate Change
Moderator: Denis Griot,
Freescale Semiconductor Inc. |
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How Standards contribute to the
challenges of climate changes –
Electric car as a model for
sustainability |
Ziva Patir, Better Place, Global Standards, Regulations and Compliance
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Efficient Parking: A service
enabler for ITS with positive
impact on climate change |
Bruno Verplancken,
Neopark |
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Outstanding Innovation in
Automotive Networking |
Marc Osajda, Freescale,
Semiconductor, Inc.
For today’s global
transportation industry,
tightening standards on vehicle
emissions and population
awareness of climate change have
intensified the demand for more
fuel-efficient vehicles.
Automotive semiconductor
innovations have helped the
industry dramatically improve
engine fuel consumption,
performance, vehicle safety and
driver comfort. Further steps to
reduce emissions will require a
significant electrification of
the car to eliminate bulky
mechanical and hydraulic systems
and enable the downsizing of the
internal combustion engine by
providing electrical traction
capabilities.
These changes will increase the
number of intelligent node in
the car and also create new
challenges in terms of power and
signal distribution, leading to
an increased in-vehicle
networking complexity resulting
in an unwanted weight and cost
increase.
New in-vehicle networking
architecture will have to be
conceived based on domain
controller concepts and
centralized gateways to
distribute the information to
all necessary "users" in the
car.
This paper will also explore the
possibility to develop wireless
in-vehicle network for a variety
of sensing, actuating and
connectivity applications and
the potential need for
standardization. |
| 15:30 – 16:00 |
Coffee break |
| 16:00 – 18:00 |
Session 2: Car-to-“X”
Communication, Part I
Moderator: James Gover,
IEEE |
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Towards a European Solution for Networked Cars - Integration of Car-to-Car technology into cellular systems for vehicular communication in Europe |
Yunpeng Zang, RWTH Aachen University; Sabine Sories, Ericsson Research; Guido Gehlen, Ericsson Research; Bernhard H. Walke, RWTH Aachen University
The ability of improving safety
and efficiency of current
transportation systems makes
Inter-Vehicle Communication (IVC)
or Car-to-Car (C2C)
communication technology an
essential component of future
Intelligent Transportation
System (ITS) worldwide. The
recently approved 30 MHz
spectrum at 5.9 GHz for
vehicular communication in
Europe was a milestone towards
the rollout of a European
vehicular communication system.
So far, most of the research
efforts are focusing on the
Wireless Local Area Network (WLAN)
based ad-hoc C2C technology,
i.e., the IEEE Wireless Access
in Vehicular Environments (WAVE)
system. The WAVE system is able
to provide broadband local
communications with very low
latency, in short to medium
communication range, and with a
flexible ad-hoc network
structure. These characteristics
are perfect for active safety
applications, such as wireless
local hazard warnings, vehicle
maneuvering assistance or
cooperative automatic cruise
control. Our study has shown
that WAVE technology meets the
communication requirements in
most of the scenarios, on
highway and inside city, with
over-crowded or sparse road
traffic, given sufficient market
penetration rate and supports
from road side equipments.
Although the C2C system could
work autonomously in ad-hoc
mode, infrastructure is
necessary to implement security
mechanisms for safety
applications. Furthermore,
infrastructure is needed to
realize typical infotainment
services. And finally,
infrastructure is also helpful
to reach a high market
penetration rate of the C2C
devices. Ad-hoc networks require
a certain minimum penetration
rate to make the network work,
whereas an infrastructure based
system is technically functional
from the first user. Thus, with
a mere ad-hoc C2C scenario the
system introduction seems to be
tough. Therefore, a WAVE
infrastructure has been
proposed.
However, in Europe, cellular
systems like GPRS, UMTS and HSPA
provide almost full coverage.
Instead of deploying a dedicated
WAVE based roadside
communication infrastructure,
the German Federal Ministry of
Education and Research (BMBF)
funded research project
Cooperative Car (CoCar) develops
and investigates a cellular
based solution for vehicular
safety and comfort applications.
The cellular based solution has
proved to be very efficient in
disseminating messages and
providing location-based
services with wide range,
compared to the ad-hoc C2C
technology. But it has also been
observed that the network delay
and system capacity of cellular
system constrain the performance
in supporting very time critical
safety applications in vehicular
environments.
Therefore, we propose a hybrid
C2X solution combing the ad-hoc
C2C communication technology and
the infrastructure based
cellular system benefiting from
advantages of both technologies.
It is expected that the ad-hoc
C2C technology assures good
performance supporting time
critical safety applications in
a small to medium range, and the
infrastructure enables
information distribution in
medium and large range, security
mechanisms and other
infrastructure based services.
In addition, the cellular
communication enables the C2X
introduction, and thus boosts
the market penetration of WAVE
devices without deploying a
completely new infrastructure
system of road-side units (RSUs).
This work has been partly funded
by the German Federal Ministry
of Education and Research (Bundesministerium
für Bildung und Forschung, BMBF)
under the grant 01BU0690. The
authors are responsible for the
content of this publication.
Index Terms:
Inter-Vehicle Communications (IVC),
Wireless Access in Vehicular
Environments (WAVE), Cellular
System, UMTS, GPRS, HSDPA, LTE,
IEEE 802.11p |
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Architecture and Technology for
Adaptive Multi-hop V2V
Networking in Dynamic
Environments |
Wai Chen, Telcordia
Technologies and Toyota
InfoTechnology Center
Recently there have been much
efforts to integrate
communications and computing
technologies into vehicular and
transportation systems. The goal
of these efforts is to improve
driving safety, reduce
congestion, and enable other
applications by using vehicle
communications capabilities.
Vehicle communication
performance requirements include
low latency, high message
delivery ratio, and data
security in order to support
vehicle applications. Further,
the roadway environment is
highly dynamic and thus
communication protocols need to
overcome topology-related
issues, influenced by mobility
and the wireless communications
conditions as well as lack of
inherent relationships among
vehicles.
In this paper, we will discuss
some recent results in
developing architecture and
technology for adaptive
multi-hop V2V networking in
dynamic roadways. We will first
outline some safety and
convenience applications and
briefly review a dynamic vehicle
group communications
architecture. We will then
highlight key technical
approaches of adaptive vehicle
group networking (e.g.,
architecture and control
policies for adapting vehicle
networking operations,
environment awareness
techniques) in order to help
achieve efficient and reliable
communications in highly-dynamic
roadway environments. Finally,
we will present preliminary
analytical results on adaptive
vehicle network behaviors and
tradeoffs. |
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Use of Satellite Communication
in ITS |
Adam Brzozowski, Avanti
Communications
Today, satellites play a key
role in Intelligent Transport
Systems (ITS). Because Global
Navigation Satellite Systems (GNSS),
mainly USA’s GPS, Russian’s
GLONASS and EU’s GALILEO, are
globally covered, all-weather,
real-time, they are
substantially used in
navigation, vehicle and cargo
tracking, location based
services, fleet management, etc.
In many transport systems and
services GNSS involved with,
communication is essential. For
example, a vehicle tracking
system requires location
information provided by GNSS and
a communication channel which is
able to report the location
information to a monitoring
centre. However, while
positioning services rely on
satellite based systems,
communications still heavily
depend on terrestrial
communication networks such as
GSM and WiFi. Since terrestrial
communication networks have
different coverage and
availability, in many cases,
terrestrial communication cannot
meet the requirement, e.g.
global coverage. Therefore, this
is an opportunity for deployment
of satellite communication in
ITS, particularly in GNSS
related ITS services.
Satellite communication can be
used for downstream link
broadcast and two-way
communication. Broadcast service
can be used for traveller
information services, such as
weather and traffic information
dissemination, provision of
information on Points of
Interests (POI), etc. Since
satellite broadcast service is
able to deliver a large size of
data for a wide coverage at a
potentially cheaper price than
the existing terrestrial
services, it can be used for
broadcasting large size data
such as digital map updates and
on-board unit software updates.
Two-way satellite communication
can be used for ITS services
which require comprehensive
communication coverage, e.g.
fleet management in a wide area
or high reliability of
communication, e.g. emergency
Call (eCall) services. Many of
fleet management system
providers in Europe, the U.S.A
and Canada now integrate
satellite communication in their
on-board unit since ordinary
coverage of GSM might not be
reached in some areas. While
some fleet management systems
use satellite communication as
the single communication
solution, others use an
integrated antenna for satellite
communication and GNSS in their
on-board units.
Benefits of using satellites for
communication can be::
- ubiquitous coverage
- instant infrastructure
- independent of terrestrial
infrastructure
The ubiquitous coverage can
close gaps of terrestrial
network. The instant
infrastructure and independency
of terrestrial infrastructure
make satellite communication
easy to implement. Satellite
communication will have no
roaming issues that can make
many pan-European services
cheaper and easier to deploy
than use of terrestrial
communication. |
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SDR-Based Methodology for
On-Board Communications Systems
Design |
Asier Alonso Muñoz, TECNALIA-TELECOM
In recent years, the vehicle
paradigm has undergone a
complete revolution. In a field
traditionally isolated from the
communication point of view,
aspects such as safety, comfort
and interaction with the
environment have been
significantly improved thanks to
the introduction of wireless
technologies. These technologies
increasingly tend to coexist
integrated in a single,
multi-purpose on-board device
and in order to fit these
requirements, there is a need to
find innovative ways of
designing which allow reducing
the required hardware components
and, therefore, implementation
costs. Additionally, the
existing time mismatch between
the evolution of communications
technologies and the lifecycle
of vehicles may be a handicap
for the adoption of on-board
equipment by users. It has been
stated that communications
devices get obsolete in a few
years and have to be replaced by
newer ones, able to support
innovative services. It is,
thus, needed a new
reconfigurable architecture
which allows on-board
communications equipment to
evolve seamlessly towards new
communication standards.
In order to meet these goals,
our work is focused on the
design of an innovative
architecture for onboard
communication units based on new
technologies for wireless
systems and specifically adapted
for the vehicular environment.
From this very general aim three
main objectives have been
outlined:
- To choose a new design methodology for wireless systems which can integrate
communication standards and heterogeneous networks coexisting in a single device, adding
also reconfiguration capabilities.
- To design a new architecture for on-board units, based on this methodology and adapted to
the VANET environment.
- To implement a new signal processing algorithm in order to reduce the amount of hardware
components required.
Following this approach,
firstly, the feasibility of
Software Defined Radio (SDR) to
integrate all the communication
waveforms required for vehicular
applications and to enable
reconfiguration capabilities has
been analyzed. Then, a proposal
for an SDR-based hardware
architecture specifically
adapted for on-board terminals
has been sketched, which may
constitute a basis for the
development of cognitive radio
systems in VANETs. Finally, a
signal processing algorithm,
which makes use of direct
digitization, has been defined,
implemented and tested. It
allows some hardware components
to be replaced by a digital
front-end, providing greater
flexibility to the SDR
implementation and increasing
system performance. |
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The .car approachh |
Arnaud de Meulemeester, ATX Europe GmbH
GmbH
Through this workshop the
audience will:
- Have a short introduction
about ATX
- Have an overview of the ATX
vision on telematics especially
for Europe
- Understand the advantages to
have the World Wide Web into the
vehicle
- Get the idea behind the
concept of .car
.car is an ATX initiative
within the Connected Vehicle
Trade Association (CVTA)
ATX, telematics technology
since 1996
ATX is one of the world’s
leading providers of customized
telematics services to global
automobile manufacturers. ATX
services, among the first to be
launched in the consumer vehicle
market back in 1996, are
provided to vehicle owners
through the brand names of its
customers: BMW, PSA Peugeot
Citroën, Mercedes-Benz, Maybach,
and Rolls-Royce Motor Cars.
Services by ATX provide enhanced
safety, security and driving
convenience to vehicle owners,
and include location-specific
emergency and roadside
assistance, automatic collision
notification, stolen vehicle
recovery, remote diagnostics,
and real-time traffic and
navigation assistance. ATX also
customizes services to help
automobile manufacturers and
their affiliated dealerships use
telematics data and multiple
customer contact channels to
reduce costs, enhance vehicle
servicing, and more closely
manage customer relationships.
ATX is a wholly owned subsidiary
of Cross Country Automotive
Services (www.crosscountry-auto.com).
The in-vehicle communications
environment is rapidly evolving
New devices, software and
functionalities are converging,
which creates challenges for
automobile manufacturers
designing vehicle cockpits with
safety considerations, ergonomic
requirements, driving
expectations and the brand
experience of vehicle owners in
mind.
Integration of the Word Wide
Web into the vehicle
For many, the Internet has
become a common part of everyday
life. It has become integrated
into our lifestyle: how we
learn, how we work, and how we
interact and build our social
network. The browsing experience
continually improves, with
applets and widgets that enable
even novice users to navigate
and customize content. The car
environment requires special
adoptions:
• Appropriate interfaces for
drivers to input information
(e.g., touch screen, voice
recognition)?
• Specific presentation of the
(Internet) information (via view
screen, converted from text to
speech, audio files)
• Standards (restrictions) to
ensure safe driving during use
(no distraction)
• Mandatory firewall and
anti-virus components to protect
the .car environment
• Respect of the data privacy
aspects
Proposed .car approach
The .car approach establishes a
common platform for use by OEMs,
Tier 1 and Tier 2 equipment
providers, content providers,
with an initial emphasis on the
way information is presented
from the Internet and used
within the car. The .car
architecture relies on three
components:
• A (standardized) embedded
browser in the vehicle
• connected automobiles
• Web sites specifically
designed (enhanced) for the
automobile environment
Web sites using the .car
extension will not only take
device appearance and specific
size into account, but also will
include specific add-ons that
will enable Web site designers
to create automotive embedded
applications. These enhancements
will enable the Web sites to
comply with mandatory specific
automotive and human machine
interface requirements, to
ensure safety and support the
overall driving experience.
.car sites will also be able to
make use of data points specific
to the embedded automotive
browsing experience: vehicle
data, location data and vehicle
status.
OEMs can control (or limit) the
sites that can be accessed from
their vehicles or can modify
them in a brand specific manner
according to style and security
rules through filters or
proxies.
.car advantages
The flexible .car approach
allows the creation of web based
applications that can easily
adopt to the actual situation of
the driver and the car. The car
requests .car web sites by
transmitting information in a
standardized way concerning the
current situation of the car
(location, speed, driving
situation, band width …) and the
ability of the devices in the
car to reproduce the content of
web sites (text2speech, sound
files, graphics, …). Using this
information for instance traffic
information can be presented in
a way that a maximum of
information can be transmitted
while minimizing the attention
the driver has to invest in
getting the information.
The ultimate vision would be to
give the driver and passenger
the ability to access the
Internet, with the browser
inside the automobile, and the
services, customization and
content offered by the OEM (or
adapted / approved by the OEM)
within the time to market speed
of the Internet. |
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| Thursday, 5 March 2009 |
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09:30 – 11:30 |
Session 3: Car-to-“X”
Communication, Part II
Moderator: James Gover,
IEEE |
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3G car gateways – The heart of
Advanced Driver Solutionss |
Herbert Scheitler,
Wavecom
For the last decade, there has
been a growing realization that
any sustainable transportation
system must balance the
cornerstones of the so-called
magic triangle: Mobility, Safety
& security, and Environment.
Besides traffic information &
management, demand management
and public transport management
on a collective level, wireless
technology can also offer
advanced driver solutions on an
autonomous (individual) level.
Cooperative systems such as
car-to-car (C2C) and
car-to-infrastructure (C2I),
plus world-wide ongoing e-call
activities, provide additional
support to individual mobility
and safety.
Advanced Driver Solutions
support the driver by
- providing comfort and
assistance for efficient driving
- offering remote maintenance
and service capabilities
- giving easy access to
information and entertainment
worldwide
- improving safety & security
for all road users
- offering comprehensive
information for smoother and
more predictable journeys.
A 3G Car Gateway (figure 1) can
be the heart of such advanced
driver solutions in a “fully
networked car”.
Practical demonstration:
The practical demonstration
illustrates a wireless car
gateway which provides an
integrated solution for
- Wifi to GRPS
- Wifi to CAN (for remote
diagnostic)
- FTP (for uploading large files
at hot spots)
 |
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IP communication in the car: an
Ecosystem Enablers? |
Jean-Marie Bonnin,
Institut TELECOM /TELECOM
Bretagne
The recent boom in wireless networks technologies and the diversification of the network-enabled
devices opened the way to a lot of network-based services. In a very near future, users will expect
to be permanently connected to the Internet no matter where they are, and especially in cars and
public transportation.
Nevertheless, current technologies does not allow these small-sized devices to have more than
one or two wireless interfaces due to energy consumption, size and cost issues. Therefore, these
devices would not benefit from the diversity offered by the availability of various wireless access
technologies. Moreover these type of tiny devices are not supposed to be able to manage their
own mobility and to maintain an ubiquitous access to the Internet. However, considering the
problem otherwise, one can notice that these devices are often used in environments such as
personal vehicles and public transportation systems. Those environments can manage the
ubiquitous access issues on behalf of the devices and provide them with a stable and easy-to-use
access network (e.g. Wi-Fi or Bluetooth).
To provide ubiquitous access to the Internet into vehicles, several aspects have to be studied in
order to handle a seamless mobility through multiple access networks. A first step was the design
of the NEMO (NEtwork MObility) Basic Support protocol by the IETF. The NEMO approach
introduces the notion of Mobile Routers (MR) which will be part of modern vehicles and manage all
complexities related to multi-interfaces and seamless mobility management.
Real experiments conducted over wireless networks currently in commercial operation (e.g.
GPRS, UMTS, CDMA2000, WiMax, WiFi) indicate that this kind of link suffer from several
problems such as high and variable round trip times, burst of packet losses, frequent link outages,
and significantly lower bandwidth than originally claimed. In other words, it seams that there is
currently no wireless technology able to offer an adequate level of seamless connectivity without
non affordable deployment and operational costs. In this context the most viable solution is to
exploit what one call the “network diversity”. A node considers all reachable wireless networks as a
mean to be connected to the Internet.
In this heterogeneous world, it becomes possible to use simultaneously a combination of several
networks, each of them being optimized for some particular service or for a particular geographical
situation. This results in a system that should dynamically deliver each service via the network that
is most efficient for that service in the current situation. The complexity of such a decision could not
be afforded by tiny devices, therefore they have to collaborate with the decision point in the
network on-board. It is then necessary to standardize a protocol between embarked equipments
and mobile routers to allow the development of an ecosystem.
In this talk, we first give a short introduction explaining why IPv6 is doubtless the only way to
benefit from the Internet flexibility to ease the development of various services (from security to
infotainment). Then we describe how the IP networking fit in the CALM architecture designed at
ISO TC 204 WG 16. The main part of the talk deals with the network diversity (multihoming)
management and gives an overview of the works done at standardization bodies and in the
academic world. Will finish the chapter giving some insights into two French collaborative projects:
the REMORA project which has designed a networking architecture and proposes solutions for
some functionality that are missing in the IETF standards, the LoCoSS project provides emergency
services with a prototype of an IPv6 Mobile Router to experiment the use of public networks for
experimental enhanced services.
|
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The challenge of
state-of-the-art vehicle
communication - FlexRay for the
Masses |
Rainer Makowitz; Christopher
Temple; Matthias Rausch,
Freescale Semiconductor, Inc.
After the introduction of
FlexRay in several automotive
series projects the experience
gained in using this new
technology in practise has been
spawning a few critical
enhancements. We will present
the topics and use cases that
have been driving the discussion
for Flexray 3.0 as well as the
solutions that are currently
being added to the FlexRay
standard. |
|
LBS Voice services: maximizing revenues, quality & speed through distributed call centres and server based speech recognition |
Julien Masson, Connexis |
|
Vehicle gateway platform and
signalling protocols for
seamless interaction between
networks and devices |
Yushi Naito,
Chairman, ITU-T Study Group
16, (Mitsubishi Electric Corporation)
The growing demands for the Car
Communications require the
vehicle as a part of a network.
A vehicle fully networked inside
and outside will provide the
benefit of ubiquitous
applications through
telecommunications. ITU-T SG16,
the Lead Study Group on
multimedia coding, systems and
applications, on ubiquitous
applications ("e-everything",
such as e-health) and on
telecommunication/ICT
accessibility for persons with
disabilities, has currently
launched two projects for Car
Communications.
Question 27, titled “Vehicle
gateway platform for
telecommunication/ITS
services/applications” is newly
established in Working Party 2
of ITU-T SG16, started its
studies on the requirements in
terms of services and functions
to support V2V and V2I, on the
functions of vehicle gateway and
its reference model(s) , on the
open interface between
in-vehicle network and ICT
devices and on the relevant
necessary protocols to support
vehicle oriented
services/applications. The group
has started the discussion on
the ToR of their works, and
identified the urgent needs for
the standardization of 1) the
interface between the In-vehicle
Network and Vehicle Gateway, 2)
wireless/wired communication
interface between Vehicle
Gateway and ICT devices and 3)
the interface between
Vehicle-to-Vehicle
communication, should required
to be standardized.
Question 18 titled “Interaction
aspects of signal processing
network equipment” is a Question
of Working Party 1, which has
been studying dynamic
coordination of Signal
Processing Network Equipment to
achieve optimal speech quality,
and has agreed to enhance its
scope of work, in response to
the request from ITU-T FG-FITCAR,
not to be limited within the
network, but to include terminal
equipments to provide better
speech quality end-to-end. The
dynamic coordination mechanism
to attain optimal speech quality
avoids the tandeming of multiple
signal processing functions of
the same type exist in
end-to-end connection, including
the connection from vehicle to
vehicle and vehicle to land
terminal.
In pursuit of these two ultimate
goals, SG16 has recognized the
importance of collaboration with
other SDOs and Fora to make
these technologies timely
standardized to the demand of
growing market. This paper
provides the information on two
projects SG16 is currently
undertaking for Car
Communication, and cordially
invites all the parties and
their engineers concerned to
participate in and to
collaborate with our
standardization activities for
the evolution of Car
Communications. |
| 11:30 – 12:00 |
Coffee break |
| 12:00 – 13:30 |
Session 4: Safety and Security
Moderator: Bernard Dugerdil, Freescale Semiconductor, Inc. |
|
Risks of the Networked Car -
Intrusion Detection for Improved
Automotive Security |
Michael Müter, Daimler AG
Today’s vehicles are becoming more and more complex and can comprise more than 60 electronic
control units, different automotive networks and domains, gateways and numerous internal
and external interfaces. This includes wired interfaces like USB, CD/DVD or SD cards, but also
wireless interfaces like Bluetooth, GSM or UMTS. Moreover, vehicular systems for C2C and C2X
communication are on the verge of deployment and promise to offer tremendous benefits for driving
safety, efficiency and comfort. Hence, the general development for the automotive architecture is a
shift from a closed structure to a more and more open and exposed system.
Within the scope of this development the risk that attackers try to get access to the automotive
system is increasing constantly. For example, an adversary could try to use the various communication
interfaces in order to break into the vehicular network and inject malicious data which
interferes with the normal operation of the vehicle. Or, an adversary could try to get access to
personal user information stored in the car, like address-book entries, calendar items or navigation
data. Without built-in security measures the vehicular system of the future is highly prone to
attacks.
This paper tackles the security concept of future automobiles. Vehicles, in contrast to desktop
computers, are in use for over 10, sometimes more than 20 years in different conditions and locations.
Therefore, it may not be possible to consider all attacks at a development point of time which may
arise during this long lifespan. Hence, in addition to preventive measures, a reactive solution is
required which can respond to potential attacks and react to threats even during the operation of
the vehicle.
In this paper we show how to improve the automotive security concept by introducing a dedicated
Intrusion Detection System (IDS). We explain why security is an inevitable constituent of
a fully networked car and present vehicular intrusion detection as one approach to mitigate the
growing risks. We illustrate, why an exclusive focus on preventive security measures is not sufficient
in the future and how intrusion detection can ease this issue. Moreover, we describe concepts
of a prototype for a vehicular IDS and highlight the current research challenges which come along
with this approach.
|
|
Secure Vehicular Communication
Systems: Towards Deployment |
Panos Papadimitratos, SeVeCom
With the integration of on-board computing units and radios for vehicle to vehicle (V2V) and vehicle to road-side
infrastructure (V2I) communication, Vehicular Communication (VC) systems will enhance transportation safety
and efficiency. V2V communication enables real-time safety applications, extending the driver's horizon, while
V2V and V2I communication enable a multitude of applications that collect and disseminate information from
and to the vehicles. However, the rich set of tools VC offer can abused: for example, attackers could announce
non-existent dangerous or congested road conditions, misleading drivers and causing traffic jams; or drivers
could modify their cars to transmit messages as emergency vehicles (ambulances, police cars) and illegitimately
have free passage, as unsuspected drivers slow down and yield. Similarly, attackers could record transmissions
from by-passing vehicles to later trace their location and infer private information about their passengers (e.g.,
celebrities, politicians).
Fortunately, it is now well-understood in the community that security and protection of privacy are a
prerequisite for the deployment of VC. Otherwise, VC systems could be abused, disrupted or disabled even by
relatively unsophisticated attackers. A major effort has been undertaken by EPFL’s LCA1, notably as part of the
European project SeVeCom, now at the final stages of completing the design of a security architecture for VC
and the implementation of a proof of concept demonstrator (Note: they will be both completed at the time of
the Workshop). A spectrum of mechanisms has been developed, to address primarily identity and cryptographic
key management, privacy protection, secure communication, and in-car protection.
An outline of those mechanisms and the protection they offer, along with evidence of their practicality, will be
given at the first part of the talk. Regarding the latter aspect, an overview of the contribution by EPFL to the first
large field demonstration by the Car to Car Communication Consortium (C2C-CC) will be provided. This will
illustrate the challenge and the importance of achieving an interoperable security solution. Next,
standardization efforts on VC security and privacy mechanisms will be overviewed. Finally, with the latest on all
three fronts of research, implementation, and standardization outlined, an identification and discussion of
remaining challenges towards deployment will conclude the presentation.
|
|
An Integrated
Navigation/Communication System
– Meeting the requirements of
the e-112 European Directive for
In-Car Emergency Call |
Francesco Di Corpo, TeMa.Mobility Consortium
The enabling factors for new
generation of in-car services is
certainly based on a combination
of both ICT specific
technologies (communication and
navigation) and a good framework
of partnerships among companies
belonging to the different
sectors (ICT, Automotive,
Electronic systems and
Services).
As far as navigation systems are
concerned, from one side Europe
is investing on the Galileo
program that will be a novel
global navigation satellite
system with advanced features
that will complement and
interoperate with the present
GPS. Automotive applications are
the second biggest market
foreseen for Galileo (the first
is mobile handsets). From the
communication side several R&D
activities are proposing
innovative paradigms achieving
car-to-car and
car-to-infrastructure links
(Wireless Access for Vehicular
Environment – WAVE standard is
one example) able to complement
the present wireless systems.
Two important considerations can
be then made. First NAV and COM
have to achieve a better and
optimized integration at the
technology level. If the intent
is to generate in-car services
such integration needs to be
managed by the technology
supplier (electronics&telematics)
of car manufacturers. Second the
car will be wireless connected,
and so the COM provider has to
be involved in the design and
deployment of in-car services.
With this aim Telecom Italia and
Magneti Marelli created at the
end of 2007 the Tema.mobility
Consortium with the specific
objective of exploiting all
possible benefits coming from
the integration of one
automotive company and an ICT
company.
On the top of this Tema.mobility
decided to create a strong
partnership with Istituto
Superiore Mario Boella – ISMB
also located in Torino that
provides a deep expertise on
both GPS and Galileo systems and
applications.
Among the several in-vehicle
services and applications that
Tema.mobility will soon be able
to deliver using innovative
technologies, this paper will
present the results of a
concrete end-to-end application
related to the emergency call.
The eCall project has been set
up by Tema.mobility and ISMB in
order to manage Emergency calls
coming from vehicles or mobile
phones using wireless
technologies with the objective
of significantly reduce road
deaths and injuries.
ECall, in the context of
Intelligent Transport Systems
(ITS), is the notification to
Public Safety Answering Points (PSAP)
by means of wireless
communications, of a vehicle
crash and implies the
transmission of the necessary
coordinates, Minimu Set of Data
(MSD) to localize the vehicle.
The system tema.mobility and
ISMB have jointly developed is
composed by the following
elements:
• The new Telematic-Box (T-BOX)
designed and manufactured by
Magneti Marelli mounting a
specific firmware version of
ISMB;
• The VT&T server platform of
Telecom Italia;
• The PSAP web application.
The final paper will describe in
detail how the service is set
up, the key technology elements,
the strategy for the service
provision and the results of the
test campaign. Soon this new
added-value application will be
available for vehicle equipped
with the T-BOX.
Figure 1 eCall system
architecture |
| 13:30 – 14:30 |
Lunch |
| 14:30 – 15:00 |
Executive session |
| |
Jürgen Leohold, Executive Director, Group Research, Volkswagen |
| 15:00 – 16:30 |
Session 5: Voice and
audiovisual services
Moderator: Jean-Yves Monfort, France Telecom/Orange
|
|
Speech communication in cars
goes wideband – the new ITU-T
Focus Group CarCom |
Hans Gierlich,
Head Acoustics GmbH
After having successfully
completed a new standard on
narrowband communication in cars
and after adaption of this
proposal as an ITU T
Recommendation in Study Group 12
the new focus group FG CarCom
has started its work on a new
draft on wideband speech
communi-cation in cars. Wideband
speech communication in cars is
a very important and interesting
topic since especially in cars
the quality difference between
high quality audio and the pure
narrowband and distorted speech
quality typically received by
the mobile network is very
obvious. Since mobile networks
are moving towards wideband
speech communication also the
first wideband mobile terminals
are available. A critical
component is still wideband
Blue-tooth transmission which is
currently not yet standardized
finally.
The presentation will give an
overview about the activities of
the work in FG CarCom. The
influencing factors of wideband
car communication both from the
network as well as from the
terminal point of view will be
discussed. |
|
Car Active Noise Cancellation
for improved car efficiency,
From/In/To car voice
communication and music
listening experience |
Jean-Pierre Jallet, NXP
Semiconductors
This paper discusses car active
noise cancellation technology,
i.e. reducing the noise present
in the car cabin by playing
anti-noise. Active noise
cancellation principles are
first presented. Then, the
presentation focuses on car
active noise cancellation by
explaining:
• The specific problematic of
noise in the car.
• The motivation to use active
noise cancellation instead of
passive countermeasures.
• The benefit of active noise
cancellation for car, i.e.
improvement of the car
efficiency, reduction of the
emissions, improvement of
From/In/To cars voice
communication and improvement of
the audio listening
experience in the car.
Finally, car active noise
cancellation state of the art
algorithms are presented and car
active noise cancellation
specificities are addressed:
• The characteristics of the car
cabin noise.
• The causes of the car cabin
noise.
• The active noise cancellation technologies needed to cancel the different car cabin noises depending on the noises causes.
• The typical building blocks
needed in a state of the art car
active noise cancellation
system.
• The cost issues linked to car
active noise cancellation and
solutions for cost effective car
active noise
cancellation.
• The integration of the car
active noise cancellation system
in the car and with the car
audio system.
|
|
Wideband Speech Communications:
The Good, the Bad, and the Ugly |
Scott Pennock, QNX
Software Systems (Wavemakers)
Inc.
Traditionally, speech
communications over a telephone
network has been narrowband
(300-3400Hz). However, the
historical reasons for
transmitting narrowband no
longer apply to today's digital
networks.
Wideband (50-7000Hz) speech
communications is coming online
and it is just a matter of time
before it becomes the most
common way to communicate.
Wideband speech has a lot of
"Good" to offer. It can increase
intelligibility, reduce driver
distraction, create a better
"sense of presence" (that is,
sound more like face-to-face
conversation), make it easier to
identify the far-end talker, and
help enable spatial auditory
displays. Unfortunately,
wideband speech also has the
potential for some "Bad". People
are more sensitive to wideband
echo, and echo cancellers have a
harder time with these signals.
Noise is also more of an issue,
since extending the frequency
range allows more noise to be
transmitted and users are more
sensitive to this additional
noise. To address these
potential issues, vehicle
platforms will require good
electro-acoustic design, as well
as high-performance acoustic
echo cancellation (AEC) and
noise reduction (NR) algorithms.
There is also the "Ugly". The
switch to wideband won't happen
overnight and a long transition
period will likely ensue.
Neither the standards community
nor the telecommunications
industry has addressed
interoperability issues with
existing narrowband systems -
issues such as maintaining
consistent loudness and quality
over mixed connections.
Bandwidth extension techniques
will become even more important
in mixed connections. This paper
will review the benefits,
challenges, and unresolved
issues with wideband speech
communications in an automotive
environment. |
|
Automotive Speech Enhancement of Today: Applications, Challenges and Solutions |
Tim Haulick,
Harman/Becker Automotive Systems
GmbH
Speech communication in the
vehicle environment is often
difficult as the desired speech
signal is superimposed by
various interferers. This
problem affects the uplink and
downlink signal in a hands-free
phone call, the voice input of a
speech dialog system, as well as
the communication between
passengers in the vehicle
itself. For this reason
efficient speech enhancement
technologies are required to
ensure a reasonable speech
quality and robust speech
recognition. In recent years
significant progress has been
made in this area, especially
due to the development of
improved purpose-built
algorithms. However, there is
still need for improvement:
• Current noise reduction
methods for instance often fail
in high noise situations. As a
result the processed speech
signal often sounds thin and
distorted.
• The benefit of standard
beamformers used in vehicles is
often rather limited due to the
small number of available
microphones.
• Due to the band limitation in
the telephone network and the
background noise level in the
vehicle the received narrowband
telephone signal is of low
quality and often hard to
understand.
The presentation will give a
brief overview on recent
developments in automotive
speech enhancement, including
solutions for the addressed
problems. The presented methods
will be illustrated on the basis
of real-life applications and
practical examples. |
| 16:30 – 17:00 |
Wrap-up |
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Session highlights |
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ITU: International Telecommunication Union (www.itu.int)
ISO: International Organization for Standardization (www.iso.org)
IEC: International Electrotechnical Commission (www.iec.ch)
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