Considering all the technological achievements of the 20th century, wireless communications devices are still in their infancy in terms of market development. New consumer devices come to market each month. Each has its benefits, and some have notable shortcomings; not all will be widely adopted. Still, the wireless market is growing profoundly, and market projections promise more than 500 million wireless devices selling worldwide each year in the near future. This translates to one out of every 10 people on the planet buying some kind of wireless device every year.
In contrast, automobiles have been around for almost all of the past century. Their penetration rates have leveled off, with most households in North America and Europe owning at least one car. But, as the next century begins, these two seemingly different consumer products are integrating in a way that will bring new value to the consumer. 
Telematics, the common thread
The term for the new wireless systems being installed in automobiles is telematics. But what exactly is telematics? While not yet available in Merriam-Webster’s online Collegiate Dictionary, the term has generally been defined as “automotive communications technology that combines wireless voice and data to provide location-specific security, information, productivity, and in-vehicle entertainment services to drivers and their passengers.1” This definition identifies wireless as the key enabling technology to provide these advanced services.

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Automobiles and wireless technology

Automotive systems engineers have begun evaluating different types of advanced wireless technologies for inclusion in their future models. Driven by the profound success of cellular and personal communications systems (PCS), information access is the key to providing new consumer value. And wireless is the only way to get it in an automobile. In the coming years, expect to see some, or perhaps, all, of the technologies listed in Table 1. 
While this list is daunting, all have one thing in common: wireless communications links. So, expect RF and optical engineers, wireless system designers, and wireless communications experts to play important roles in the development and integration of these applications into future vehicles.

Autos — The ultimate mobile apps platform
A car is an ideal platform for wireless, as it embodies the very definition of a “mobile device.” Of course the marriage of the auto and wireless industries is not a new idea. Radio was the original wireless automotive application, with AM being standard since the 1950s.
The first citizens band (CB) radios were introduced in the 1970s. They were popular as aftermarket additions to automobiles, but today their use has been supplanted by cellular/PCS.
The first mobile cellular-radio systems were developed in the early 1980s, with the transceiver designed to fit “neatly in the trunk of your car.” These radios now come in sizes that fit neatly in your jacket pocket. More recently, OnStar systems, using cellular and global positioning systems (GPS) originally introduced in Cadillacs, have been available on other high-end products for the last five years. And most recently, collision avoidance radar and infrared imaging systems have become options in some high-end production models.
However, wireless applications (other than radio) have been slow in becoming standard original equipment in automotive models. This is partly due to the fast-paced (relative to the auto industry) set of wireless standards, which seems to continually evolve. The slowness is also due to a lack of perceived desire by automobile customers as to its value. 
The bottom line is: “Where is the market for all this new technology?” As every former employee of a failed dot-com knows, you will only be as successful as the strength of your business plan. That strength comes from customers and revenue, not just technological achievement. 

It’s all about change
Going forward, the slow market is about to change. The market for OEM telematics-equipped autos is now developing, and customers are beginning to realize the added value to their purchase. This is chiefly driven by two factors. 

• Safety concerns regarding same-time driving and talking: With the proliferation of mobile phones in the United States being a growing public concern, in June 2001 New York became the first state in the nation to ban citizens from using handheld phones while driving a car. About 40 other states are considering similar legislation. (More than 20 countries also have similar bans.) But the NY law does permit drivers to use “hands-free” phones, which in theory allows the driver to keep his/her hands on the steering wheel. This public sentiment provides the catalyst needed for OEMs to design cellular and PCS phones into their cars as standard equipment. 

• Value-added support services such as roadside assistance and navigation/travel mapping: The success of the OnStar system is testament to the fact that automobile consumers want a measure of security with their car as they take the on open road. 
The American Automobile Association (AAA) has made a glowing business out of providing emergency towing and road service. Seeing this, automotive manufacturers have suddenly realized that they can now get additional revenue long after a car leaves the sales lot. This results in extending their top line – that is, signing up buyers to annual agreements and either receiving a direct payment from the service provider, or sharing in the future revenue stream. OEMs realize that consumers are willing to pay $20/month for mobile security and Internet connectivity. The promise of location-based advertising could also provide additional revenue.

Applications
The wireless communications links detailed in Table 1 can generally be divided into three types of applications: safety, information and entertainment.
Automobile safety is the primary concern of both government regulators and automotive manufacturers. Even in advance of industry requirements, OEMs are eager to develop new wireless safety features that could lead to additional revenue. Since the advent of cellular phones, consumers have identified them as a roadside safety necessity. Many phones were in fact purchased with the guise that they be “left in the glove box and only used for emergency.” While their usage has broadened from that, auto OEMs now view this basic mobile voice link as an integral part of roadside safety. They are all working on integrated, hands-free phone models for introduction in upcoming cars. 
Ford recently announced that a hands-free kit will be optional equipment available in 2002 models. But hands-free kits are still seen as an interim step toward full cellular-radio integration into the car. However, new impending legislation in many states will accelerate this development.
GM and Delphi-Delco, in cooperation with the government, have begun field-testing real-time collision warning (CW) systems. Such systems combine forward-looking collision avoidance radar, forward visible optical sensors, and a GPS mapping database as part of the first stages of advanced driver control systems. This particular prototype vehicle integrates these sensors into the adaptive cruise control (ACC) function of the test vehicle. The goal is to save lives by improving performance of ACC systems using wireless sensors. 
Separately, forward-looking infrared sensors are now being offered as optional equipment on some models. These systems sense heat, and can aid in nighttime identification of animals and people ahead in dark and/or inclement weather.
While not necessarily a safety application, the U.S. Department of Transportation (DOT) also recognizes a benefit to the public good in telematics-equipped automobiles that provide traffic information. It is currently in the process of developing a public-use system called Intelligent Transportation Systems (ITS).
ITS is being targeted to help reduce traffic congestion and increase safety on our major roadways. ITS includes benefits such as the use of automated highway message signs, video cameras mounted along busy commuter roads, smart traffic-signal systems, and automated toll booths. A nationwide 511 call-in number is being established to allow motorists to retrieve the latest local traffic information quickly via cellular/PCS in every city. It only takes a little bit of imagination to foresee that commuters will come to rely on wireless phone service (to make a 511 call), GPS reception (to display alternative route maps), and dedicated short range services (DSRS) to pay tolls and/or automatically upload road safety info in their daily commutes.
GPS has tremendous automotive information application potential by itself. In addition to the obvious road-mapping capabilities, advertising executives would gladly pay for localized advertising specifically for consumers. One can imagine a vehicle passenger querying an on-board computer for a “list of all Italian restaurants within 10 miles of my present position.” At the same time, a special coupon from Mama’s Pizza pops up as the phone number and street address is displayed. This type of time/location-specific advertising medium is not currently available to ad agencies, except possibly in drive-by billboards.

Data networking the “killer” app?
The other big information application for telematics is in data networking. A simple example is the emerging Bluetooth standard, touted as a low-cost, low-power consumer networking standard. Natural Bluetooth vehicular applications would include keyless remote entry systems; integrated garage door openers; and consumer point-of-sale payment systems, such as automated credit card billing at gas pumps and drive-through restaurants. For Internet access, auto OEMs have already announced ongoing trials with wide area networks (WAN) standards such as general packet radio service (GPRS) and cdma2000 1x. These standards are upgrades to the current digital PCS standards and are referred to as 2.5G, reflecting a transition period before the eventual future evolution to third-generation WAN systems. These 2.5G links are being deployed today in the PCS frequency bands, and will be capable of delivering packet-switched data in an always-on configuration. 
Beyond these initial applications, consumers may desire high data-rate capability for information retrieval. Existing WLAN standards include IEEE 802.11b/a and HiperLAN 2, providing from 2 to 54 Mb/s, depending on distance between network nodes.

That’s entertainment
The final application for telematics is of course entertainment. Let’s face it, car travel is sometimes long and boring. Radio is still the primary means of entertainment, but other systems are being conceived. Some new car models today come with separate radio tuners for front and rear passengers, allowing two different stations to be played (headphones required). Digital satellite audio radio system (DSARS) is a new type of pay-per-listen radio system, with initial subscription service available for commercial-free listening.
The next entertainment system to be integrated is video. But, in-car video presents a number of issues, with safety being foremost. In most all states, televisions and video screens cannot be mounted in a place visible to the driver. Chevrolet has announced its new Looney Tunes mini-van. But the video display is mounted behind the driver, viewable only from the rear seats. As for video entertainment content, VHF and UHF receivers are also available, although clear reception is limited to strong signal areas around urban areas, so their usage is limited. Pre-recorded VCR tapes today and DVDs tomorrow will be the primary source for content in video entertainment systems. 

Technical challenges still abound
Besides marketability issues, some technical issues must still be overcome before telematics is truly a standard option on OEM models. These include:
• Cost: OEMs must weigh costs when considering which telematics systems to integrate. While the future applications discussed earlier sound appealing, they will never be implemented if they greatly increase the price of the car. But, the price of silicon continues to come down. And as it does, these systems will be added incrementally where feasible, especially when the size of the chips gets small enough to be integrated in existing automotive electronics assemblies.

Multiple antennas/systems issues
Another problem specific to wireless telematics integration is the number of antennas and cable assemblies needed to implement these systems. Figure 1 outlines one possible implementation of all these communications links, sensor links, and entertainment systems into an automotive telematics block diagram (associated antennas not shown). 
The wireless components are shown in blue. For example, if OEMs were to install all the wireless communications links, sensors and entertainment systems shown, they would also need eight antennas using today’s technology. While marketing may try to spin this idea into something unique (“introducing the new VW Porcupine?”), in reality, new multimode, multifunction antenna systems are required to make this integration work.
For example, a wideband antenna that would work from 800 MHz to 6 GHz would encompass five of the eight antennas needed today. Antenna OEMs are rising to the challenge, however. One example is the new telematics antenna recently announced, which operates from 800 MHz to 2500 MHz.
Of course, integrating the antenna now creates a systems problem; it is not possible to simply connect dissimilar devices such as GPS, PCS, wireless local area networks) WLAN, and DSRS together at the antenna. Feedback, grounding, isolation between systems, different power levels, and different transmit-and-receive schemes need to be coordinated. So the need for a well-thought-out, high-performance, multifunction antenna system must be considered upfront. This would not only eliminate the multiple antennas and the associated systems issues, but multiple cable assemblies, connectors, multiple vendors, number of parts handled during installation, and the labor associated with installing all these systems as well.

Phone number please
One significant technical issue facing cellular/PCS integration, and the telecom industry in general, is phone number portability. Presently, 1G and 2G systems do not have the capability to assign the same number to more than one mobile phone. As a result, the driver could not have the same number for his/her handheld phone and for the integrated car phone. Also, because phone numbers are assigned in blocks to each carrier, they cannot presently be transferred from one carrier to the next when the consumer switches service providers.
Automatic call forwarding (to a different number) circumvents this issue presently, but true portability remains an active research issue for the mobile and landline phone companies. One can envision in the near future that there will be just one phone number for home, handheld and car phone; and it will follow you wherever you are at any given time.

Voice-commanded automation
Another active research issue is in the field of voice recognition.
It cannot be overemphasized that safety in automobiles is paramount. Even before the current ban on handheld phones, driver distraction is a leading cause of accidents today. This comes from the driver taking his/her eyes off the wheel, albeit for only a moment. A good, robust voice command system is required. Cellular/PCS integration will lead the way to the system, as some handheld models already offer these features today. But in the new automotive realm, voice commands will be generalized to include other systems as well.
Again, this is not an easy problem to solve with such issues as background noise and multiple/generic (vs. specific individual) speaker recognition being problematic. Robustness is also an issue. Non safety-critical systems could possibly tolerate misinterpreted commands, but other systems, such as the automated cruise control, would have a standard to maintain. 

Conclusion
Engineers are actively working on solving the problems above. They are not insurmountable, and advanced telematics are starting to become available as optional equipment in automobiles. Within the next five years, many of these systems will transition from optional to standard features. It will be at that point that telematics will reach significant market penetration, and a significant portion of these systems will rely on wireless integration and the RF engineer.

About the author
Kerry Greer is director of marketing at SkyCross, head- quartered in Melbourne, FL. His primary role is business and new market development, leading the definition of SkyCross’ antenna products in many wireless markets. Greer holds a Bachelor of Science in electrical engineering from Purdue University, a Master of Science in electrical engineering from the University of Florida, as well as an MBA from the University of Florida. He can be reached by e-mail at: greerk@skycross.com.
For additional information, please see:
• www.skycross.com,
• www.its.dot.gov
• www.itsa.org
• www.wi-fi.com
• www.bluetooth.com
• www.onstar.com
• www.nhtsa.dot.gov
• www.motorola.com/telematics.



[1] Motorola definition obtained from http://www.motorola.com/ies/telematics/html/faq.html, 7/16/01.