(Most narrowly) The use of such systems within road vehicles (also called vehicle telematics)
History
Telematics is a translation of the French word télématique, which was first coined by Simon Nora and Alain Minc in a 1978 report to the French government on the computerization of society. It referred to the transfer of information over telecommunications and was a portmanteau blending the French words télécommunications ("telecommunications") and informatique ("computing science"). The original broad meaning of telematics continues to be used in academic fields, but in commerce it now generally means vehicle telematics.[1]
Vehicle telematics
Telematics can be described as thus:
The convergence of telecommunications and information processing, the term later evolved to refer to automation in automobiles, such as the invention of the emergency warning system for vehicles. GPS navigation, integrated hands-free cell phones, wireless safety communications, and automatic driving assistance systems all are covered under the telematics umbrella.
Share bicycle with solar powered electronics to track and account for its usage
Vehicle telematics can help improve the efficiency of an organization.[2]
Vehicle tracking
Vehicle tracking is monitoring the location, movements, status, and behavior of a vehicle or fleet of vehicles. This is achieved through a combination of a GPS (GNSS) receiver and an electronic device (usually comprising a GSMGPRS modem or SMS sender) installed in each vehicle, communicating with the user (dispatching, emergency, or co-ordinating unit) and PC-based or web-based software. The data is turned into information by management reporting tools in conjunction with a visual display on computerized mapping software. Vehicle tracking systems may also use odometry or dead reckoning as an alternative or complementary means of navigation.[citation needed]
Trailer tracking refers to the tracking of movements and position of an articulated vehicle's trailer unit through the use of a location unit fitted to the trailer and a method of returning the position data via mobile communication network, IOT (Internet of things), or geostationary satellite communications for use through either PC- or web-based software.[citation needed]
Cold-store freight trailers that deliver fresh or frozen foods are increasingly incorporating telematics to gather time-series data on the temperature inside the cargo container, both to trigger alarms and record an audit trail for business purposes. An increasingly sophisticated array of sensors, many incorporating RFID technology, is being used to ensure the cold chain.[citation needed]
Container tracking
Freight containers can be tracked by GPS using a similar approach to that used for trailer tracking (i.e. a battery-powered GPS device communicating its position via mobile phone or satellite communications). Benefits of this approach include increased security and the possibility to reschedule the container transport movements based on accurate information about its location. According to Berg Insight, the installed base of tracking units in the intermodal shipping container segment reached 190,000 at the end of 2013.[5] Growing at a compound annual growth rate of 38.2 percent, the installed base reached 960,000 units at the end of 2018.[citation needed]
Fleet management
Fleet management is the management of a company's fleet and includes the management of ships and/or motor vehicles such as cars, vans, and trucks. Fleet (vehicle) management can include a range of functions, such as vehicle financing, vehicle maintenance, vehicle telematics (tracking and diagnostics), driver management, fuel management, health and safety management, and dynamic vehicle scheduling. Fleet management is a function which allows companies that rely on transport in their business to remove or minimize the risks associated with vehicle investment, improving efficiency and productivity while reducing overall transport costs and ensuring compliance with government legislation and Duty of Care obligations. These functions can either be dealt with by an in-house fleet management department or an outsourced fleet management provider.[6]
Telematics standards
This article needs to be updated. Please help update this article to reflect recent events or newly available information.(February 2018)
The Association of Equipment Management Professionals (AEMP)[7] developed the industry's first telematics standard.[citation needed]
In 2008, AEMP brought together the major construction equipment manufacturers and telematics providers in the heavy equipment industry to discuss the development of the industry's first telematics standard.[8] Following agreement from Caterpillar, Volvo CE, Komatsu, and John Deere Construction & Forestry to support such a standard, the AEMP formed a standards development subcommittee chaired by Pat Crail CEM to develop the standard.[9] This committee consisted of developers provided by the Caterpillar/Trimble joint venture known as Virtual Site Solutions, Volvo CE, and John Deere. This group worked from February 2009 through September 2010 to develop the industry's first standard for the delivery of telematics data.[10]
The result, the AEMP Telematics Data Standard V1.1,[10] was released in 2010 and officially went live on October 1, 2010. As of November 1, 2010, Caterpillar, Volvo CE, John Deere Construction & Forestry, OEM Data Delivery, and Navman Wireless are able to support customers with delivery of basic telematics data in a standard xml format. Komatsu, Topcon, and others are finishing beta testing and have indicated their ability to support customers in the near future.[10]
The AEMP's telematics data standard was developed to allow end users to integrate key telematics data (operating hours, location, fuel consumed, and odometer reading where applicable) into their existing fleet management reporting systems. As such, the standard was primarily intended to facilitate importation of these data elements into enterprise software systems such as those used by many medium-to-large construction contractors. Prior to the standard, end users had few options for integrating this data into their reporting systems in a mixed-fleet environment consisting of multiple brands of machines and a mix of telematics-equipped machines and legacy machines (those without telematics devices where operating data is still reported manually via pen and paper). One option available to machine owners was to visit multiple websites to manually retrieve data from each manufacturer's telematics interface and then manually enter it into their fleet management program's database. This option was cumbersome and labor-intensive.[11]
A second option was for the end user to develop an API (Application Programming Interface), or program, to integrate the data from each telematics provider into their database. This option was quite costly as each telematics provider had different procedures for accessing and retrieving the data and the data format varied from provider to provider. This option automated the process, but because each provider required a unique, custom API to retrieve and parse the data, it was an expensive option. In addition, another API had to be developed any time another brand of machine or telematics device was added to the fleet.[11]
A third option for mixed-fleet integration was to replace the various factory-installed telematics devices with devices from a third party telematics provider. Although this solved the problem of having multiple data providers requiring unique integration methods, this was by far the most expensive option. In addition to the expense, many third-party devices available for construction equipment are unable to access data directly from the machine's electronic control modules (ECMs), or computers, and are more limited than the device installed by the OEM (Cat, Volvo, Deere, Komatsu, etc.) in the data they are able to provide. In some cases, these devices are limited to location and engine runtime, although they are increasingly able to accommodate a number of add-on sensors to provide additional data.[11]
The AEMP Telematics Data Standard provides a fourth option. By concentrating on the key data elements that drive the majority of fleet management reports (hours, miles, location, fuel consumption), making those data elements available in a standardized xml format, and standardizing the means by which the document is retrieved, the standard enables the end user to use one API to retrieve data from any participating telematics provider (as opposed to the unique API for each provider that was required previously), greatly reducing integration development costs.[10]
The current draft version of the AEMP Telematics Data Standard is now called the AEM/AEMP Draft Telematics API Standard, which expands the original standard Version 1.2 to include 19 data fields (with fault code capability). This new draft standard is a collaborative effort of AEMP and the Association of Equipment Manufacturers (AEM), working on behalf of their members and the industry. This Draft API replaces the current version 1.2 and does not currently cover some types of equipment, e.g., agriculture equipment, cranes, mobile elevating work platforms, air compressors, and other niche products.
In addition to the new data fields, the AEM/AEMP Draft Telematics API Standard changes how data is accessed in an effort to make it easier to consume and integrate with other systems and processes. It includes standardized communication protocols for the ability to transfer telematics information in mixed-equipment fleets to end user business enterprise systems, enabling the end user to employ their own business software to collect and then analyze asset data from mixed-equipment fleets without the need to work across multiple telematics provider applications.
To achieve a globally recognized standard for conformity worldwide, the AEM/AEMP Draft Telematics API Standard will be submitted for acceptance by the International Organization for Standardization (ISO). Final language is dependent upon completion of the ISO acceptance process.
Satellite navigation
Satellite navigation in the context of vehicle telematics is the technology of using a GPS and electronic mapping tool to enable a driver to locate a position, plan a route, and navigate a journey.[12]
Mobile data
Mobile data is the use of wireless data communications using radio waves to send and receive real-time computer data to, from, and between devices used by field-based personnel. These devices can be fitted solely for use while in the vehicle (Fixed Data Terminal) or for use in and out of the vehicle (Mobile Data Terminal). See mobile Internet.
The common methods for mobile data communication for telematics were based on private vendors' RF communication infrastructure. During the early 2000s, manufacturers of mobile data terminals/AVL devices moved to try cellular data communication to offer cheaper ways to transmit telematics information and wider range based on cellular provider coverage. Since then, as a result of cellular providers offering low GPRS (2.5G) and later UMTS (3G) rates, mobile data is almost totally offered to telematics customers via cellular communication.
Wireless vehicle safety communications
Wireless vehicle safety communications telematics aid in car safety and road safety. It is an electronic subsystem in a vehicle used for exchanging safety information about road hazards and the locations and speeds of vehicles over short-range radio links. This may involve temporary ad hoc wireless local area networks.
Wireless units are often installed in vehicles and fixed locations, such as near traffic signals and emergency call boxes along the road. Sensors in vehicles and at fixed locations, as well as in possible connections to wider networks, provide information displayed to drivers. The range of the radio links can be extended by forwarding messages along multi-hop paths. Even without fixed units, information about fixed hazards can be maintained by moving vehicles by passing it backwards. It also seems possible for traffic lights, which one can expect to become smarter, to use this information to reduce the chance of collisions.
In the future, it may connect directly to the adaptive cruise control or other vehicle control aids. Cars and trucks with the wireless system connected to their brakes may move in convoys to save fuel and space on the roads. When a column member slows down, those behind it will automatically slow also. Certain scenarios may required less engineering effort, such as when a radio beacon is connected to a brake light.
In fall 2008, network ideas were tested in Europe, where radio frequency bandwidth had been allocated. The 30MHz allocated is at 5.9GHz, and unallocated bandwidth at 5.4GHz may also be used. The standard is IEEE 802.11p, a low-latency form of the Wi-Fi local area network standard. Similar efforts are underway in Japan and the USA.[13]
Emergency warning system for vehicles
Telematics technologies are self-orientating open network architecture structures of variable programmable intelligent beacons developed for application in the development of intelligent vehicles with the intent to accord (blend or mesh) warning information with surrounding vehicles in the vicinity of travel, intra-vehicle, and infrastructure. Emergency warning systems for vehicle telematics are developed particularly for international harmonization and standardization of vehicle-to-vehicle, infrastructure-to-vehicle, and vehicle-to-infrastructure real-time Dedicated Short-Range Communication (DSRC) systems.
Telematics most commonly relate to computerized systems that update information at the same rate they receive data, enabling them to direct or control a process such as an instantaneous autonomous warning notification in a remote machine or group of machines. In the use of telematics relating to intelligent vehicle technologies, instantaneous direction travel cognizance of a vehicle may be transmitted in real-time to surrounding vehicles traveling in the local area of vehicles equipped (with EWSV) to receive said warning signals of danger.
Intelligent vehicle technologies
Telematics comprise electronic, electromechanical, and electromagnetic devices—usually silicon micro-machined components operating in conjunction with computer-controlled devices and radio transceivers to provide precision repeatability functions (such as in robotics artificial intelligence systems) emergency warning validation performance reconstruction.
Intelligent vehicle technologies commonly apply to car safety systems and self-contained autonomous electromechanical sensors generating warnings that can be transmitted within a specified targeted area of interest, i.e. within 100 meters of the emergency warning system for the vehicle's transceiver. In ground applications, intelligent vehicle technologies are utilized for safety and commercial communications between vehicles or between a vehicle and a sensor along the road.
On November 3, 2009, the most advanced Intelligent Vehicle concept car was demonstrated in New York City when a 2010 Toyota Prius became the first LTE connected car. The demonstration was provided by the NG Connect project, a collaboration of automotive telematic technologies designed to exploit in-car 4G wireless network connectivity.[14]
Carsharing
Telematics technology has enabled the emergence of carsharing services such as Local Motion, Uber, Lyft, Car2Go, Zipcar worldwide, or City Car Club in the UK. Telematics-enabled computers allow organizers to track members' usage and bill them on a pay-as-you-drive basis. Some systems show users where to find an idle vehicle.[15] Car Clubs such as Australia's Charter Drive use telematics to monitor and report on vehicle use within predefined geofence areas to demonstrate the reach of their transit media car club fleet.
The general idea of telematics auto insurance is that a driver's behavior is monitored directly while the person drives and this information is transmitted to an insurance company. The insurance company then assesses the risk of that driver having an accident and charges insurance premiums accordingly. A driver who drives less responsibly will be charged a higher premium than a driver who drives smoothly and with less calculated risk of claim propensity. Other benefits can be delivered to end users with Telematics2.0-based telematics as customer engagement can be enhanced with direct customer interaction.
Telematics auto insurance was independently invented and patented[16] by a major U.S. auto insurance company, Progressive Auto InsuranceU.S. patent 5,797,134, and a Spanish independent inventor, Salvador Minguijon Perez (European Patent EP0700009B1). The Perez patents cover monitoring the car's engine control computer to determine distance driven, speed, time of day, braking force, etc. Progressive is currently developing the Perez technology in the U.S. and European auto insurer Norwich Union is developing the Progressive technology for Europe. Both patents have since been overturned in courts due to prior work in the commercial insurance sectors.[17]
Trials conducted by Norwich Union in 2005 found that young drivers (18- to 23-year-olds) signing up for telematics auto insurance have had a 20% lower accident rate than average.[18]
In 2007, theoretical economic research on the social welfare effects of Progressive's telematics technology business process patents questioned whether the business process patents are pareto efficient for society. Preliminary results suggested that it was not, but more work is needed.[19][20] In April 2014, Progressive patents were overturned by the U.S. legal system on the grounds of "lack of originality."
The smartphone as the in-vehicle device for insurance telematics has been discussed in great detail[21] and the instruments are available for the design of smartphone-driven insurance telematics.
Telematics education
Engineering Degree programs
Federico Santa María Technical University (UTFSM) in Chile has a Telematics Engineering program which is a six-year full-time program of study (12 academic semesters). The final degree in Telematics Engineering has the title of Ingeniería Civil Telemática (with the suffix of Civil).[22]
Pontifical Catholic University Mother and Teacher (PUCMM) in the Dominican Republic has a Telematics Engineering program which is a four-year full-time program of study (12 academic four-month periods). The final degree in Telematics Engineering has the title of Ingeniería Telemática.[23]
University Bachelor programs
Harokopio University of Athens has a four-year full-time program of study. The department goal is the development and advancement of computer science, primarily in the field of network information systems and relative e-services. For this purpose, attention is focused in the fields of telematics (teleinformatics) which are relative to network and internet technologies, e-business, e-government, e-health, advanced transport telematics, etc.[24]
TH Wildau in Wildau, Germany has provided a three-year full-time telematics Bachelor study program since 1999.[25]
TU Graz in Graz, Austria offers a three-year Bachelor in telematics (now called "Information and Computer Engineering").[26]
TU Graz in Graz, Austria (now called "Information and Computer Engineering")[33]
European Automotive Digital Innovation Studio (EADIS)
In 2007, a project entitled the European Automotive Digital Innovation Studio (EADIS) was awarded 400,000 Euros from the European Commission under its Leonardo da Vinci program. EADIS used a virtual work environment called the Digital Innovation Studio to train and develop professional designers in the automotive industry in the impact and application of vehicle telematics so they could integrate new technologies into future products within the automotive industry. Funding ended in 2013.[34]
An intelligent transportation system (ITS) is an advanced application that aims to provide innovative services relating to different modes of transport and traffic management and enable users to be better informed and make safer, more coordinated, and 'smarter' use of transport networks.
Wireless communication is the transfer of information (telecommunication) between two or more points without the use of an electrical conductor, optical fiber or other continuous guided medium for the transfer. The most common wireless technologies use radio waves. With radio waves, intended distances can be short, such as a few meters for Bluetooth, or as far as millions of kilometers for deep-space radio communications. It encompasses various types of fixed, mobile, and portable applications, including two-way radios, cellular telephones, personal digital assistants (PDAs), and wireless networking. Other examples of applications of radio wireless technology include GPS units, garage door openers, wireless computer mouse, keyboards and headsets, headphones, radio receivers, satellite television, broadcast television and cordless telephones. Somewhat less common methods of achieving wireless communications involve other electromagnetic phenomena, such as light and magnetic or electric fields, or the use of sound.
Automatic vehicle location is a means for automatically determining and transmitting the geographic location of a vehicle. This vehicle location data, from one or more vehicles, may then be collected by a vehicle tracking system to manage an overview of vehicle travel. As of 2017, GPS technology has reached the point of having the transmitting device be smaller than the size of a human thumb, able to run 6 months or more between battery charges, easy to communicate with smartphones — all for less than $20 USD.
A mobile data terminal (MDT) or mobile digital computer (MDC) is a computerized device used in emergency services, public transport, taxicabs, package delivery, roadside assistance, and logistics, among other fields, to communicate with a central dispatcher. They are also used to display mapping and information relevant to the tasks and actions performed by the vehicle such as CAD drawings, diagrams and safety information.
Usage-based insurance (UBI), also known as pay as you drive (PAYD), pay how you drive (PHYD) and mile-based auto insurance, is a type of vehicle insurance whereby the costs are dependent upon type of vehicle used, measured against time, distance, behavior and place.
Fleet management is the management of:
A tracking system, also known as a locating system, is used for the observing of persons or objects on the move and supplying a timely ordered sequence of location data for further processing.
Vehicular communication systems are computer networks in which vehicles and roadside units are the communicating nodes, providing each other with information, such as safety warnings and traffic information. They can be effective in avoiding accidents and traffic congestion. Both types of nodes are dedicated short-range communications (DSRC) devices. DSRC works in 5.9 GHz band with bandwidth of 75 MHz and approximate range of 300 metres (980 ft). Vehicular communications is usually developed as a part of intelligent transportation systems (ITS).
Machine to machine (M2M) is direct communication between devices using any communications channel, including wired and wireless. Machine to machine communication can include industrial instrumentation, enabling a sensor or meter to communicate the information it records to application software that can use it. Such communication was originally accomplished by having a remote network of machines relay information back to a central hub for analysis, which would then be rerouted into a system like a personal computer.
A Vehicular ad hoc network (VANET) is a proposed type of mobile ad hoc network (MANET) involving road vehicles. VANETs were first proposed in 2001 as "car-to-car ad-hoc mobile communication and networking" applications, where networks could be formed and information could be relayed among cars. It has been shown that vehicle-to-vehicle and vehicle-to-roadside communications architectures could co-exist in VANETs to provide road safety, navigation, and other roadside services. VANETs could be a key part of the intelligent transportation systems (ITS) framework. Sometimes, VANETs are referred to as Intelligent Transportation Networks. They could evolve into a broader "Internet of vehicles". which itself could evolve into an "Internet of autonomous vehicles".
Next Generation 911 refers to an initiative aimed at updating the 911 service infrastructure in the United States and Canada to improve public emergency communications services in a growing wireless mobile society. In addition to calling 911 from a phone, it intends to enable the public to transmit text, images, video and data to the 911 center. The initiative also envisions additional types of emergency communications and data transfer. This NG911 infrastructure is intended to replace the current services over time. The National Emergency Number Association (NENA) first identified the need for NG911 in 2000, and started development actions in 2003, and is nearing full definition and standards for NG911. Since 2006, the US Department of Transportation (DOT) in the United States and the Canadian Radio-television and Telecommunications Commission (CRTC) in Canada have been leading their respective initiatives, which include research and development projects aimed at advancing NG911. On January 24, 2013, the CRTC announced the first step toward a Canadian implementation of NG911 and, in March 2016, began a consultation with the public to discuss what services should be offered, who will play a role in offering these services and how these services should be paid for. Several US states have implemented versions of NG911, as of October 2013.
G-Book was a telematics subscription service provided by Toyota Motor Corporation in Japan for its Toyota- and Lexus-branded vehicles. G-Book allowed users to link with cellphones. personal digital assistants (PDA)'s, personal computers (PC) and G-Book equipped cars across Japan. It is based on the former GAZOO infrastructure of Toyota's membership-based information service and membership system, and it provides interactive information services via vehicle installed touch-screen wireless communication terminals. It also incorporates information from Toyota Mapmaster Inc. which updates digital mapping information and is used by various international companies.
A vehicle tracking system combines the use of automatic vehicle location in individual vehicles with software that collects these fleet data for a comprehensive picture of vehicle locations. Modern vehicle tracking systems commonly use GPS or GLONASS technology for locating the vehicle, but other types of automatic vehicle location technology can also be used. Vehicle information can be viewed on electronic maps via the Internet or specialized software. Urban public transit authorities are an increasingly common user of vehicle tracking systems, particularly in large cities.
A connected car is a car that can communicate bidirectionally with other systems outside of the car. This connectivity can be used to provide services to passengers or to support or enhance self-driving functionality. For safety-critical applications, it is anticipated that cars will also be connected using dedicated short-range communications (DSRC) or cellular radios, operating in the FCC-granted 5.9 GHz band with very low latency.
PowerFleet, Inc. is an American company headquartered in Woodcliff Lake, New Jersey, with offices located around the globe and a technology innovation center in Israel. The company is a global provider of wireless IoT and M2M solutions for securing, controlling, tracking, and managing high-value enterprise assets such as industrial trucks, tractor trailers, intermodal shipping containers, cargo, and vehicle and truck fleets.
ERM Electronic Systems ltd., also known as ERM Advanced Telematics, is an Israeli electronic company specializing in the design, development, and manufacture of vehicle security and GPS tracking devices for the telematics and fleet management industry. ERM Advanced Telematics operates globally, providing telematics devices for Stolen Vehicle Recovery (SVR) and Fleet Management Solutions (FMS).
Cellport Systems, Inc., is an American company specializing in the invention, prototype development, patenting, and licensing of wireless connectivity technologies for Internet-connected vehicles and mobile devices. Cellport also develops vehicle gateways using secure blockchain technology. Cellport licenses its technologies to vehicle and wireless device manufacturers worldwide.
Airbiquity Inc. was a business-to-business (B2B) software development and engineering company operating in the automotive telematics industry. Airbiquity's business model was to develop, deploy, and support the ongoing management of connected car programs for automotive industry customers.
Octo Group S.p.A., operating as Octo Telematics and corporately styled as OCTO, is an Italian multinational technology company. Founded in Italy in 2002, OCTO is most known for providing telematics and Internet of things (IoT) analytics to the auto insurance industry. This is commonly known as Usage-based insurance (UBI) or pay-as-you-drive insurance. Today, the company is one of the largest telematics and data analytics service provider for the car insurance industry. With their advanced analytical services, OCTO also serves the fleet management industry and provides IoT solutions to a number of other markets.
CalAmp Corporation is an Irvine, California-based provider of Internet of things (IoT) software applications, cloud services, data intelligence and telematics products and services. The company's technology includes edge computing devices and SaaS-based applications for remotely tracking and managing vehicles, drivers, cargo and other mobile assets. The company also owns the patents and trademarks for the LoJack Stolen Vehicle Recovery System and provides connected car and lot management products.
References
Matthew Wright, Editor, UK Telematics Online
IEEE Communications Magazine, April 2005, "Ad Hoc Peer-to-Peer Network Architecture for Vehicle Safety Communications"
IEEE Communications Magazine, April 2005, "The Application-Based Clustering Concept and Requirements for Intervehicle Networks"
Jerzy Mikulski, Editor, "Advances in Transport Systems Telematics". Monograph. Publisher Jacek Skalmierski Computer Studio. Katowice 2006. ISBN83-917156-4-7
Jerzy Mikulski, Editor, "Advances in Transport Systems Telematics 2". Monograph. Publisher Chair of Automatic Control in Transport, Faculty of Transport, Silesian University of Technology. Katowice 2007. ISBN978-83-917156-6-6
World report on road traffic injury prevention. World Health Organization.
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