Supply Chain Management Journal Standards for on-Board Telematics Systems for Vehicles (Safety and Security) Angel Ciprian CORMOŞ Alexandru MIRCEA POLITEHNICA University of Bucharest Abstract Road Transport and Traffic Telematics Systems must ensure the developing of these activities so as to achieve the main objective, the transport of goods and passengers in the best conditions, regarding the economic efficiency, the shortest possible time of transportation and the safety of goods and travelers. Transport of passengers and goods should be held safely. Since road vehicles may have large tonnage, high speed running and some have fixed routes that cannot be diverted in any circumstances, special measures must be taken to avoid dangerous situations such as collisions between vehicles, slippage off the road, etc. The failure of compliance with road rules, fatigue, lack of attention to road users, can lead to accidents with particularly serious consequences. To avoid these situations replacing where possible direct human intervention in facilities and equipment in the vehicle and road infrastructure was taken into account with the final aim to ensure traffic safety. To achieve these goals aiming smooth transport generally it is also taken into account the implementation of quality management systems for equipment and facilities used in road transport, the most important feature being reliability. One of the key that ensure the quality of services is to use quality standards. Quality standards are a necessary step for any project funding or for any product. This paper is a description of current and developing Romanian, European and international standards on transport and traffic telematics systems for road, referring to "Example systems" described in European Physical Architecture for Intelligent Transport Systems (ITS). Key Words: telematics, standard, safety, security, road, traffic Introduction At European level there is a tradition of public initiatives (eg the traffic information centers) and technology demonstration, spread over a large area and funded by local authorities or the European Commission. European market for vehicles equipped with navigation systems is less than the Japanese, but higher than the US market. Mobile operators create new applications and technologies for transport, using mobile voice and data terminals. Regarding traffic information, in Europe there is a current trend towards private sector involvement, especially where traffic data are public. This development has implications for standardization projects, both in company and de facto (open standards) standardization. The lack of standardization descending pyramid approach, coupled with the large number of organizations involved with various governmental and legislative structures of various countries, the diversity of languages in the European area caused difficulties in establishing pan-european information services. Moreover, in countries where public sector bodies provide a wide range of free traffic information service, for commercial service providers with 'values added' is difficult to develop business in this area. RTTT market is a clear trend of involving telecommunications, particularly cellular telephony, due largely to the exponential

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growth of user services and mobile terminals. Mobile providers which will be involved in transport, develop various products and services in order to succeed in a competitive market. Objectives include providing standards means of communication (common language on technical and contractual issues), public protection, increased health, hygiene and environmental issues, promoting trade and reducing consumer spending targets that are protected by strict specifications. Since the standards have considerable potential in terms of efficiency, safety and improving user comfort, organized action is necessary to promote standardization in these areas. However, standards are not a universal solution and in some cases can lead to excessive bureaucracy and slow down the implementation process, without the expected benefits. In addition, advancing technology can be an argument against standardization in some areas. It is therefore necessary to identify areas where standardization is useful and then prioritize the allocation of scarce resources to those areas. 1. System-Sample of Its Physical Arhitecture In the field of ITS for traffic (RTTT) the following areas where standardization could be implemented were identified: • communication between vehicles;

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Supply Chain Management Journal • communication between vehicle and infrastructure • human interfaces - car (vehicle) • identification of vehicles, containers, goods wagons • parking and traffic management; • collecting fees from users; • public transport management; • informing the user. This section examines the example-system described by the Physical Architecture that provides support for ADAS - Advanced Driving Assistance in the vehicle.This system offers several advanced features in terms of Advanced Driving Assistance. It is based on similar existing or developing systems in different countries and in particular on systems that are part of Program 4 - Telematics Applications European Commission. In this system standard components (engine, brakes, onboard sensors, etc..) and ADAS equipment (radar, cameras, automated controls, telematics equipment, etc..) are considered part of the vehicle. Driver-Vehicle Interaction subsystem includes interactions with standard equipment of the vehicle and related equipment ADAS. As the driver, passenger are also taken (default) into account. To interconnect the different functions in the vehicle, two networks are required. The first network is related to ITS functions (eg a media bus) and its main aim is to convey to all modules on board information from outside the vehicle (or outgoing), through communications media such as RDS ( Radio Data System), GSM (Global System for Mobile communications), DAB (Digital Audio Broadcasting), DSRC (Dedicated Short Range Communications), etc. This bus is designed to check data integrity and avoid misuse. The second network is a vehicle control bus, depending on the necessary functions and provides an adequate level of reliability. In real applications it can be divided into two or more lines to ensure the safety critical operations. The system consists of various subsystems, as follows: 1. Increasing visibility subsystem: in case of bad weather, this subsystem will provide the driver an insight into the area of interest, improved by different tools. 2. Automatic Vehicle Operation Subsystem: This system provides a range of automatic controls and procedures to enable fully automatic operation of the vehicle. 3. Longitudinal collision avoidance subsystem: This subsystem provides a range of facilities to detect impending collisions in the longitudinal direction (main axis of movement of the

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vehicle) and database alerts and / or automatic control of vehicle longitudinal dynamics to avoid collisions. 4. Side collision avoidance subsystem: This subsystem provides a range of facilities for impending side collision detection (in compliance with the main axis of movement of the vehicle) and data for driver warning and vehicle automatic lateral control to avoid collisions. 5. Promptitude subsystem: This subsystem provides a range of facilities to prevent accidents due to drivers of vehicles. It detects driving errors, alerts the environment and provides data traffic alerts for automatic control for safely stopping the vehicle. 6. Driver-Vehicle Interaction subsystem: It provides a range of driver-vehicle interaction facilities for current functionality and ADAS. Subsystem includes visual information, sound and touchscreen and is able to handle all the driver commands (manual, sound, etc.). 7.Integration of telematics in vehicles subsystem: This subsystem provides onboard availability and uses telematic media for a better use of the vehicle in ITS. 8. Vehicle Integration in Traffic subsystem: This subsystem ensures integration of vehicles equipped with telematics systems in traffic systems that provide efficient operation services of intelligent transport. 1.1 Integrity of Data Communications It is necessary to examine the integrity of data messages. Some of the standards and requirements specified in Safety and Security Systems covers this topic but must ensure the examination of any specific requirements. Future vehicles will have dual power supply systems (eg passenger cars will have a 42V source, in addition to mainstream 12V). Current testing methods should be reviewed to include these systems. 1.2 Increasing Visibility There are already regulations relating to power transmission and models of vehicle lighting systems. However, increasing visibility systems are not addressed in these regulations or standards. The following performance issues will be considered: • contrast - the ability to distinguish objects on a background. • light level. • display methods, including position (eg headup systems) and type. • light level in a range of lighting conditions.• performance for bad weather (eg fog, rain, snow).

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Supply Chain Management Journal Figure 1. Context diagram - Automotive Systems

1.3 Automatic Vehicle Operation Automatic operation of vehicles is a high security area and must be treated with special attention in terms of performance requirements, standards and regulations. Generic standards such as IEC 61508 for electronic safety systems should also be adopted for such systems. Reliability is a key issue and the legislation should include appropriate techniques for analyzing system reliability, such as failure analysis and fault trees. Fault tolerant systems should be used, such as software techniques to ensure safe operability of such system in adverse conditions. Another important factor for maintaining a high level of reliability required for these systems is integrated redundancy. 1.4 Longitudinal Collision Avoidance Most requirements for automated vehicles refer to avoiding collisions concerns. However, there are some specific areas in need of appropriate performance standards. In particular, we need to specify the performance of various sensory devices used for collision detection. Among them are found: • Radar; • Infra-red devices; • Ultrasonic devices; • Video camera; • Capacitive devices. The criteria for operating each of these types of sensors should be established. For example, radar systems will have to comply with the regulations for electromagnetic compatibility.

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Another important factor is the reliability of correct detection of an object and the ability to distinguish different types of impact objects. 1.5 Side Collision Avoidance The same conditions as in longitudinal collisions must be satisfied. 1.6 Promptitude Systems This system could be considered less important for safety than intervening directly in the control systems of vehicle since this is primarily a warning system. However, correct detection levels of driver’s promptitude and methods of displaying information to other drivers must be established. 1.7 Driver-Vehicle Interaction System The main feature of this type of system is the ability to provide the driver accurate information. The system's ability to do this reliably must be studied. Also, the display method needs performance requirements. 1.8 Integration of telematics in vehicles Integration of telematics in vehicles is like the Driver-Vehicle Interaction, but also has requirements for the harmonized data exchange protocols and associated hardware. Developing more efficient systems than the current bus system CAN (Controller Area Network) present in some vehicle will be

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needed. New methods will need to have high levels of reliability, security and data integrity. 2. Systems for Vehicles 2.1 Active security systems Active safety systems provide protection for both passengers and pedestrians. These systems use detection systems similar to those used to avoid collisions, but configure vehicle safety devices for optimizing internal and external protection. A similar approach is required to formulate standards and regulations with regard to collision avoidance. Furthermore, operation of safety devices, eg airbags, must take account of the expansion, pressure and ventilation. These parameters

can be different for internal and external systems. Other aspects of performance requirements include: • Environmental issues, eg working temperature range, the penetration of water, humidity and vibration / shock. • Electrical problems, such as lower voltage or surge, short circuit or interruption for inputs and outputs, voltage variation of power sources, electromagnetic compatibility, input and output transient disturbances and electrostatic discharge phenomena, including lightning. • System reliability. The standards shown in Table 1 were identified regarding systems for vehicles.

Table 1. Standards for ADAS 95/54/EC SR EN 60068 SR ISO 7637

1995 1995 2008

ISO 10605

2008

SR CEI 61508

1999

Automotive Electromagnetic Compatibility Directive Environmental Testing Road Vehicles. Electrical disturbances by conduction and coupling. Road vehicles: Electrical disturbance by electrostatic discharge Functional safety of electrical / electronic systems for programmable security.

SR EN 60068 covers a wide range of environmental testing for temperature, water penetration, humidity, vibration, shock and electrical performance. Requirements for transient electrical disturbances described in ISO 7637 provide a set of transient tests covering most potential sources found in the vehicle. ISO 10605 provides proposals for electrostatic discharge testing. This document does not address the effects of lightning, which are a special case of electrostatic disturbances. IEC 61508 is a general document that covers a wide range of issues relating to safe operation of electronic equipment for all system environments. The proposals include both software and hardware aspects of systems performance. Human-machine interfaces and automatic vehicle identification are two specific areas, subject to standardization activities.

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2.2 Automatic Vehicle Identification/Equipment (AVI/EVI) ISO/TC204/WG4 and CEN/TC278/WG12 have a common program. General AVI / AEI elements are: • "Reference Architecture and Terminology" for AVI / AEI which establishes a framework that enables the formulation of standards for individual facilities and services without compromising the position of any other means or services. • "System Specifications" provide AVI / AEI specifications regarding links of the Host System (central office) to process applications (applications in the vehicle). • "Numbering and data structure” for AVI / AEI must exist at every level of connection and also in the process of data changing between levels, designed to be independent of transport medium. Specific pursued elements that deal with intermodal transport of goods: architecture and terminology, system parameters, numbering and structure data interfaces.

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Supply Chain Management Journal Table 2.

Standards for AVI/EVI

ISO 14814

Fourteen working groups were completed. 2006 Automatic vehicle and equipment identification - Reference architecture and nomenclature

ISO 14815

2005

Automatic vehicle and equipment identification - System Parameters

ISO 14816

2005

Automatic vehicle and equipment identification - Numbering and data structure

ISO/TS 17261

2005

Automatic identification of vehicles and equipment Architecture and terminology for intermodal transport of goods

ISO/TS 17262

2003

ISO/TS 17263

2003

Automatic identification of vehicles and equipment Intermodal transportation assets - Numbering and data structure Automatic vehicle and equipment identification -Intermodal transportation assets - System Parameters

ISO 24535

2007

Automatic vehicle and equipment identification - Electronic Registration Basics identification (ERI)

ISO/TS 24534-1

2007

ISO/TS 24534-2

2007

Automatic vehicle and equipment identification – Electronic Registration Identification (ERI) for vehicles - Part 1: Architecture Automatic vehicle and equipment identification – Electronic registration identification (ERI) for vehicles - Part 2: Operational Requirements

ISO/TS 24534-3

2008

Automatic vehicle and equipment identification – Electronic registration identification (ERI) for vehicles - Part 3: Data for vehicles

ISO/TS 24534-4

2008

Automatic vehicle and equipment identification – Electronic registration identification (ERI) for vehicles - Part 4: Secure communications using asymmetrical techniques

ISO/TS 24534-5

2008

Automatic vehicle and equipment identification – Electronic registration identification (ERI) for vehicles - Part 5: Secure communications using symmetrical techniques

ISO 17264

2009

Automatic vehicle and equipment identification – Interfaces

The results of these working groups are entering data for the following working groups: CEN TC278 WG1 (Automatic Fee Collection), CEN TC278 WG2 (Fleet and Freight Management Systems), CEN TC278 WG9 (Dedicated Short Range Communications) and CEN TC278 WG14 (Anti-burglar Systems). Links to other entities: • WG4 ISO/TC204 AVI / AEI (same organizer, same field) • ISO/IEC/JTC1 SC 31: Techniques for Automatic Identification and Data Capture • CEN/TC/278 WG1 and ISO TC204 WG5: Automatic Fee Collection • CEN/TC/278 WG3: Public Transport

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• CEN/TC/278 WG2: Fleet Management System and Commodity • CEN/TC/278 WG9 and ISO/TC204 WG15: Dedicated Short Range Communications • WG14 CEN/TC278: Anti-burglar Systems 2.3 Human-Machine Interface (HMI) CEN/TC278/WG10 activity is conducted in conjunction with and under the leadership of ISO / TC 22/SC 13/WG 8. Indeed, disclosure standards for HMI in vehicles reflect the international nature of production and development for vehicles. HMI issues related to ACC (Automatic Cruise Control) and FVCWS (Frontal Vehicle Collision

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Supply Chain Management Journal Warning Systems), treated by ISO/TC22/SC13/WG8 deserve attention at European level, although they are far from being used in the European roads network. The support given by the CONVERGE project through a dedicated task force allowed the issue of a European Statement of Principles on HMI for in-vehicle information and communication systems (Expansion of principles, dated November 1998). There is a will to go further towards verification and evaluation procedures for the standards based on the previous publication. More recently, the EC recommendation on safe and efficient invehicle information and communication systems states the following: “The European motor manufacturing and supply industries which provide and/or fit and/or design in-vehicle information and communication systems, whether original equipment providers or after sales system providers, including importers, should comply with the attached statement of principles. They are invited to enter into a voluntary agreement on this matter. This statement of principles summarises essential safety aspects to be taken into account for the human machine interface (HMI) for in-vehicle information and communication systems. It is concerned with all these systems intended for use by the driver while driving .In this context the principles consider that the driver's primary driving task is safely controlling the vehicle through a complex dynamic traffic environment. These principles are valid: - whether the system is directly related to the driving task or not - for both portable and permanently installed systems such as telephones - for both original equipment manufacturers and after sales system providers including importers for all road vehicle types provided on the Community market. The EC will monitor for two years the progress made in this field to see if voluntary agreements, monitored by Member States, work. Otherwise the EC will consider regulation.” Two preliminary work items have been approved as new work items dealing with: • HMI suitability of TICS (Transport Information and Control Systems) for use while driving (responsible: UK); • criteria for determining priority of TICS messages presented to the drivers (responsible: Japan). The topic of navigation function accessibility is proposed by the US delegation as a new work item: a separate SAE (Society of Automotive Engineers) standard is under consideration.

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The AMI-C project aims to develop a set of common specifications for a multimedia interface to motor vehicle electronic systems in order to accommodate a wide variety of computer based in-vehicle electronic devices. The AMI-C Release 1 specification (to be released in 2000) will cover: • plug and play IDB-C open bus (internal communications network), plus MOST (upon • resolution of legal issues) and IEEE (Institute of Electrical and Electronics Engineers) • standard 1394 (upon resolution of automotive grade capacity); • hardware interfaces and connectors for the above buses; • preliminary IDB-C to vehicle bus and MOST to vehicle bus gateways; • preliminary IDB-C to MOST and IDB-C to IEEE1394 gateways In this area, most of the items are still at the stage of research and evaluation. Some systems are autonomous while other require communications or interaction with infrastructure and/or other vehicles. Depending on the selected solutions, this will give different level of priority for standardization work. Today, focus should be given on integrity of data communication as it appears to be a topic common to various systems. Concerning HMI, the findings of the CONVERGE project need to receive acceptance from the automotive industry and equipment suppliers by signing up to voluntary agreements to adhere to the EC recommendation on HMI of 21 December 1999. Conclusions Standards must become close instruments which transporters can use easily and that support their work. The economic health of any company depends on its ability to become an active supporter of standardization and the ability to use standards so that they become everyday tools. Traders are the backbone of economic dynamism and employment growth by supporting labor. They should be concerned about the competitiveness of the standardization work. As standardization is of prime importance in the competition on the market, traders have to worry about adequate training in this area. Standardization process provides considerable benefits to businesses, consumers and society, driving innovation and enhancing economic competitiveness. This process is not yet fully understood by most potential participants and its beneficiaries. Understanding and early

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Supply Chain Management Journal involvement in this process will lead to obtaining benefits with lower efforts than in case of postponement decision. References Alexandrescu C.M., Hrin G., Timnea R. (2002) Îndrumar privind sistemele inteligente de transport. Concepte, funcţii, arhitecturi, sisteme, standard, Ed. TRIUMF, Bucureşti. ASRO Asociaţia de Standardizare din România Catalogul Standardelor Române (2000), Bucureşti. Cormoş A.C, Nemţanu F.C. (2006) Integrarea sistemelor de informare a călătorilor din transportul public urban, Conferinţa ITSRomania, Bucureşti. Cormoş A.C., ş.a. (2009) Sistem on-line de monitorizare a traficului rutier pentru asigurarea siguranţei şi fluenţei circulaţiei în aglomeraţii urbane şi îmbunătăţirea calităţii vieţii, Caz SAFETraff (CNMP 71018/14.09.2007). IEEE Standards Collection Software Engineering (1994) Std. 1061-1992, The

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Institute of Electrical and Electronics Engineers, New York. ISO-org International Organization for Standardization http://www.iso.org/iso/home.htm. Minea M., (2006) Soluţii de management online a traficului rutier, bazat pe tehnologii avansate, INFOTRAFIC – Suceava, Editura ROF, ISBN 10 973-0-04726-X, ISBN 13 978973-0-04726-4. Standard development for Smart Communications in Intelligent Transport Systems - http://its-standards.info/. Timnea R., (2005) Integrated Adaptive Urban Traffic Control System with Public Transport Management System in the e-BISUT project, Conferinţă 12-th World Congress on Intelligent Transport Systems – Moscone Center North Lobby - San Francisco, USA. Transportation, U.S. Department of Federal Highway Administration (2007), http://ops.fhwa.dot.gov/index.asp. Trucking Safety Snag (2000) Handling Human Error, The Detroit News, Detroit, USA.

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