Telematics is an interdisciplinary field that includes telecommunications, vehicle technology, road transport, road safety, electrical engineering (sensors, instrumentation, wireless communications, etc.), and computer science (multimedia, Internet, etc.). Telematics can involve the following:
In contrast, telemetry involves the transmission of measurements from the originating location to the computing and consumption locations, especially without affecting the control on the remote object. Although commonly applied in flight object testing, telemetry has many other uses.
Video Telematics
History
Telematics is a translation of the French word tÃÆ'  © là © lauque first created by Simon Nora and Alain Minc in a 1978 report to the French government on the computerization of society. It refers to the transfer of information through telecommunications and is an amalgamation of French words tÃÆ' © © communications ("telecommunications") and informatique ("computational science"). The widespread meaning of original telematics continues to be used in academia but in commerce it now generally means vehicle telematics. Maps Telematics
Vehicle telematics
Telematics -
- Telecommunications convergence and information processing, this term then evolved to refer to automobile automation, such as the invention of emergency alert systems for vehicles. GPS navigation, integrated hands-free mobile phones, wireless safety communications, and automated driving assistance systems are all protected by telematics umbrellas.
- Communication science tele and infor matics are applied in wireless technology and computing systems. 802.11p, the IEEE standard in the 802.11 family and also referred to as the Wireless Access for Vehicle Environment (WAVE), is the main standard that discusses and improves the Intelligent Transport System.
Practical applications of vehicle telematics
Vehicle telematics can help improve the efficiency of an organization. Practical applications include:
Vehicle tracking
Vehicle tracking monitors the location, movement, status and behavior of vehicles or fleets of vehicles. This is achieved through a combination of GPS receivers (GNSS) and electronic devices (usually consisting of GPRS GSM modems or SMS senders) installed in each vehicle, communicating with users (shipping, emergency or coordination units) and PC- based or web-based software. Data is converted into information by management reporting tools in conjunction with the visual appearance of computerized mapping software. The vehicle tracking system may also use odometry or dead calculation as an alternative or complementary means of navigation.
GPS tracking is usually accurate up to about 10-20 meters, but the European Space Agency has developed EGNOS technology to provide accuracy of up to 1.5 meters.
Trailer tracking
Tracking the trailer tracks the movement and position of the articulated vehicle trailer unit, through the use of a trailer-mounted location unit and the method of restoring position data through a mobile communications network or geostationary satellite communications, for use over a PC or web-based software.
Cold-store transport trailers delivering fresh or frozen food further incorporate telematics to collect time series data at temperatures inside the cargo container, both to trigger alarms and to record audit footprints for business purposes. An increasingly sophisticated array of sensors, many of which incorporate RFID technology, are used to ensure cold chain.
Container tracking
Cargo containers can be traced by GPS using approaches similar to those used for tracking snippets of battery-powered GPS devices that communicate their position via cell phones or satellite communications. Benefits of this approach include increased security and the possibility to reschedule container transport movement based on accurate information about its location. According to Berg Insight, the installation base of the tracking unit in the intermodal shipping container segment reaches 190,000 by the end of 2013. Growing at a compound annual growth rate of 38.2 percent, the installed base will reach 960,000 units by the end of 2018.
Fleet management
Fleet management is a fleet management company. Fleet management includes the management of ships and/or motor vehicles such as cars, vans and trucks. Fleet Management can include a variety 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 that enables companies that rely on transportation in their business to eliminate or minimize risks associated with vehicle investments, improve efficiency, productivity and reduce their overall transportation costs, provide 100% compliance with government laws and obligations Caring Obligations. These functions can be handled by the internal Fleet Management department or an outsourced Fleet Management provider.
Telematics Standard
The Association of Professional Equipment Management (AEMP) developed the industry's first telematics standard.
In 2008, AEMP brings together large construction equipment manufacturers and telematics providers in the heavy equipment industry to discuss the development of the industry's first telematics standard. Following the deal from Caterpillar, Volvo CE, Komatsu, and John Deere Construction & amp; Forestry to support these standards, AEMP established a standard development subcommittee, chaired by Pat Crail CEM, to develop standards. The committee consists of developers provided by the Caterpillar/Trimble joint venture known as Virtual Site Solutions, Volvo CE, and John Deere. The group worked from February 2009 to September 2010 to develop industry's first standards for data transmission telematics.
The result, AEMP Telematics Data Standard V1.1 was released in 2010 and officially aired on October 1, 2010. On November 1, 2010, Caterpillar, Volvo CE, John Deere Construction & amp; Forestry, OEM Data Delivery, and Navman Wireless can support customers by sending basic telematics data in standard xml format. Komatsu, Topcon, and others are completing beta testing and have indicated that they will be able to support customers before the end of 2010.
AEMP telematics data standards are developed to enable end users to integrate key telematics data (hours of operation, location, fuel consumption, and odometer readings where applicable) into their existing fleet management reporting system. As such, this standard is primarily intended to facilitate the importing 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 several options to integrate this data into their reporting systems in a mixed fleet environment consisting of multiple machine brands and a mixture of machines equipped with telematics and legacy machines (those without a telematics device where the data operation is still reported manually through pen and paper). One option available to machine owners is to visit multiple websites to retrieve data manually from each manufacturer's telematics interface and then manually enter it into their fleet management program database. This option is complex and labor-intensive.
The second option is for end users to develop an API (Application Programming Interface), or program, to integrate data from each telematics provider into its database. This option is quite expensive, because each telematics provider has different procedures for accessing and retrieving data and formatting data vary from provider to provider. This option automates the process, but since each provider requires a unique custom API to retrieve and parse data, it is an expensive option. In addition, other APIs must be developed each time a brand of machine or other telematics device is added to the fleet.
A third option for fleet integration is to replace a variety of factory-installed telematics devices with devices from third-party telematics providers. While this solves the problem of having multiple data providers that require unique integration methods, this is by far the most expensive option. In addition to fees, many third-party devices available for construction equipment can not access data directly from the machine's electronic control module (ECM), or computers, and thus are more limited than OEM-installed devices (Cat, Volvo, Deere, Komatsu, etc.) in the data they can provide. In some cases, these devices are limited to the location and running time of the machine, although they are increasingly able to accommodate a number of add-on sensors to provide additional data.
AEMP Telematics Data Standard provides a fourth option. By concentrating on key data elements that drive most fleet management reports (hours, miles, locations, fuel consumption), make data elements available in standard xml format, and standardize the means used to retrieve documents, the standard allows end users to using an API to retrieve data from participating telematics providers. Since an API can retrieve data from participating telematics providers, as opposed to the unique APIs for each provider required beforehand, integration development costs are greatly reduced.
The current draft version of AEMP Telematics Data Standard is now called AEM/AEMP Draft Telematics API Standard which extends the original standard, Version 1.2 to include 19 data fields (with error code capabilities). This new design standard is a collaborative effort of AEMP and the Equipment Manufacturers Association (AEM), working on behalf of their members and industry. The draft API replaces the current 1.2 version. The current API draft does not include some types of equipment, for example, farm equipment, cranes, lifting platforms, air compressors, and other niche products.
In addition to the new data field, the AEM/AEMP Draft Telematics API (Application Programming Interface) Standard also changes the way data is accessed in an effort to make it easier to consume and integrate with other systems and processes. This includes standard communication protocols for the ability to transfer telematics information in a mixed equipment fleet to end enterprise business systems, enabling end users to use their own business software to collect and then analyze asset data from mixed equipment fleets without the need to work in some telematics application providers.
To achieve globally recognized standards for conformity around the world, AEM/AEMP Draft Telematics API Standard will be submitted for acceptance by the International Organization for Standardization (ISO). The final language depends on completion of the ISO acceptance process.
Satellite navigation in the context of vehicle telematics is technology using GPS and electronic mapping tools to enable vehicle drivers find positions, plan routes, and navigate trips.
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 among devices used by field-based personnel. This device may be installed solely for use while in a vehicle (Fixed Data Terminal) or for use inside and outside the vehicle (Mobile Data Terminal). View mobile Internet.
The general method for mobile data communications for telematics is based on private vendors of RF communications infrastructure. During early 2000, mobile data terminal/AVL device manufacturers moved to try mobile data communications to offer a cheaper way to transmit broader telematics and coverage information based on the full coverage of countries from mobile providers. Since then, thanks to cellular providers offering low GPRS rates (2.5G) and then UMTS (3G), mobile data is almost completely offered to telemarket subscribers via mobile communications.
Wireless vehicle safety communication
Help communications wireless telematics network security in car safety and road safety. This is an electronic sub-system in a car or other vehicle for the purpose of exchange of safety information, on matters such as road hazards and the location and speed of vehicles, via short distance radio connections. This may involve a local ad hoc wireless local area network.
The wireless unit will be installed in the vehicle and may also be in a fixed location such as near traffic signals and emergency call boxes along the way. Sensors in cars and at fixed locations, as well as possible connections to a wider network, will provide information, which will be shown to drivers in several ways. The radio link range can be extended by forwarding messages along multi-hop paths. Even without a fixed unit, information about hazards can be maintained by moving the vehicle by forwarding it backwards. It also allows traffic lights, which can be expected to be smarter, using this information to reduce the likelihood of a collision.
Further in the future, it may be connected directly to an adaptive cruise control or other vehicle control device. Cars and trucks with wireless systems connected to their brakes can move in convoys, to save fuel and space on the road. As each column member slows down, everything behind it will automatically slow down as well. There are also possibilities that require less engineering effort. A radio beacon can be connected to a brake light, for example.
The idea of ​​a network is scheduled to be tested in the fall of 2008, in Europe where frequency radio frequencies have been allocated. The 30 MHz allocation is at 5.9 GHz, and unallocated bandwidth at 5.4 GHz can also be used. The default is IEEE 802.11p, a low-latency form of a standard local area network Wi-Fi. Similar efforts are being made in Japan and the United States.
Emergency alert system for vehicles
Telematics technology is an open-source network architecture structure of intelligently programmable beacon variables developed for applications in the development of intelligent vehicles, with the intent to provide (mix, or mesh) warning information with nearby vehicles around travel, intra-vehicles and infrastructure. Emergency alert systems for telematics vehicles are developed primarily for international harmonization and standardization of vehicle-to-vehicle systems, infrastructure-to-vehicle, and vehicle-to-real-time Dedicated Short Range Communication (DSRC) infrastructure.
Telematics is most commonly associated with computerized systems that update information at the same level when they receive data, allowing them to direct or control processes such as instantaneous autonomous alert notices on a remote machine or group of machines. Using telematics as applied to intelligent vehicle technology, awareness of the instantaneous travel of the vehicle can be transmitted in real-time to nearby vehicles traveling in the local area of ​​the equipped vehicle (with EWSV) to receive such a warning signal.
Smart vehicle technology
Telematics consists of electronic, electromechanical and electromagnetic devices - usually micromachined silicon components operate together with computer-controlled devices and radio transceivers to provide precision repeatability functions (such as in robotic artificial intelligence systems) reconstruction of emergency warning validation performance.
Intelligent vehicle technology generally applies to car security systems and autonomous electromechanical sensors that generate transmitted warnings within targeted target areas, for example within 100 meters of an emergency alert system for vehicle transceivers. In land applications, smart vehicle technology is used for safety and commercial communications between vehicles or between vehicles and sensors along the way.
On November 3, 2009, the most advanced Smart Vehicle concept car was demonstrated in New York City. Toyota Prius 2010 became the first LTE Connected Car. The demonstration is provided by the NG Connect project, a collaborative automotive telematics technology designed to take advantage of 4G wireless connectivity in the car.
Carsharing
Telematics technology has enabled carharing services to emerge, such as Local Motion, Car2Go, Zipcar around the world, or City Car Club in the UK. Computers equipped with telematics allow organizers to track member usage and bill them on a pay-as-you-drive basis. Some systems show users where to find unemployed vehicles. Car Clubs such as Charter Charter Australia use telematics to monitor and report the use of vehicles within predefined geofence areas, to show the coverage of their transit media media fleets. Automated Insurance/Used Insurance (UBI) range>
The basic idea of ​​telematics car insurance is that driver behavior is monitored directly when people drive and this information is transmitted to the insurance company. The insurance company then assesses the risk of a driver who has an accident and charges the appropriate insurance premium. A driver who drives less responsibly, will be charged a higher premium than a driver who is driving smoothly and with a lower risk of a tendency to claim. Other benefits can be given to end users with telematics-based Telematics2.0 because customer engagement can be improved with direct customer interaction.
Auto insurance telematics is made independently and patented by the major US auto insurance company, Progressive Auto Insurance AS. Patent 5,797,134 and the independent Spanish inventor, Salvador Minguijon Perez (European Patent EP0700009B1). Patent Perez includes computer monitoring of car engine controls to determine distance driven, speed, time, braking force, etc. Ironically, Progressive is developing Perez technology in the US and the European auto insurance company, Norwich Union, is developing Progressive technology for Europe. Both patents have now been canceled in court because of previous employment in the commercial insurance sector.
According to ABI Research, global insurance telemarketing subscriptions may exceed 107 million by 2018, up from 5.5 million by the end of 2013. PTOLEMUS estimates UBI will represent more than 100 million telematics policies that generate more than EUR50 billion in global premiums by 2020.
A 2005 Norwich Union trial found that young drivers (ages 18 to 23) who signed up for car insurance telematics had an accident rate of 20% lower than the average.
The theoretical economic research in 2007 on the social welfare effect of the Progressive technology technology process technology patent questioned whether patent business processes are pareto efficient for society. Initial results indicate that it is not, but more work is needed. Progressive patents have been canceled in the US Law system of April 2014 on the grounds of lack of originality.
Smartphones as in-vehicle devices for insurance telematics have been discussed in great detail and the instruments are available for telematics-driven insurance telematics design.
Education telematics
Engineering Degree Program
- The Federico Santa MarÃÆ'a Technical University (UTFSM) in Chile has a Telematics Engineering program which is a full-time study program of six years (12 academic semesters). The final level in Telematics Engineering has the title IngenierÃÆ'a Civil TelemÃÆ'¡tica (with the Civil suffix)
University Degree Program
- Harokopio University of Athens has a full-time four-year study program. The purpose of the department is the development and advancement of computer science, especially in the field of network information systems and relative e-services. To this end, attention is focused on telematics (teleinformatics) relative to network and internet technologies, e-business, e-government, e-health, advanced telematics transport etc.
- TH Wildau in Wildau, Germany provides a full-time telematics study program since 1999.
- TU Graz in Graz, Austria offers a three-year Bachelor in telematics (now called "Information and Computer Engineering").
University Masters Program
Some universities provide a two-year Master of Science program:
- Norwegian University of Science and Technology (NTNU), Norway
- Twente University (UT), Netherlands
- Carlos III University of Madrid (UC3M), Spain
- Athens Harokopio University
- TH Wildau in Wildau, Germany
- TU Graz in Graz, Austria (now called "Computer Information and Engineering")
European Automotive Digital Innovation Studio (EADIS)
In 2007 a project entitled European Automotive Digital Innovation Studio (EADIS) was awarded 400,000 Euros from a European commission under Leonardo da Vinci's program. EADIS uses a virtual work environment called Digital Innovation Studio to train and develop professional designers in the automotive industry in the impact and application of 'vehicle telematics' so they can integrate new technologies into future products in the automotive industry. Funding ends in 2013.
See also
- Artificial Passenger
- Fleet telematics system
- Floating car data
- GNSS path pricing
- Infotainment
- Map database management
- Bulk surveillance
- Telematic art
- Telematics for the Library Program
Note
References
Source of the article : Wikipedia
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