The prospect of using a touch screen to interact with navigation displays led us to develop and evaluate three reduced-size, touch screen keyboards. One keyboard had a standard QWERTY layout; another had a modified QWERTY layout with keys aligned in a matrix; the third had a matrix of keys arranged in alphabetical order. Twenty adults varying in age and typing ability participated in the evaluation. Test results showed that subjects typed 25-26% faster on the QWERTY keyboards than on the alphabetical keyboard. The difference in typing speed between the two QWERTY keyboards was not significant. Additionally, differences in error rates among the three keyboards were not significantly different. Eleven out of 20 subjects preferred the standard QWERTY keyboard; 6 preferred the modified QWERTY keyboard; 3 preferred the alphabetical keyboard. These test results suggest that a reduced-size keyboard should employ a standard QWERTY key arrangement to achieve maximum usability.
{"title":"User performance on typing tasks involving reduced-size, touch screen keyboards","authors":"M. F. Coleman, B. Loring, M. Wiklund","doi":"10.4271/912796","DOIUrl":"https://doi.org/10.4271/912796","url":null,"abstract":"The prospect of using a touch screen to interact with navigation displays led us to develop and evaluate three reduced-size, touch screen keyboards. One keyboard had a standard QWERTY layout; another had a modified QWERTY layout with keys aligned in a matrix; the third had a matrix of keys arranged in alphabetical order. Twenty adults varying in age and typing ability participated in the evaluation. Test results showed that subjects typed 25-26% faster on the QWERTY keyboards than on the alphabetical keyboard. The difference in typing speed between the two QWERTY keyboards was not significant. Additionally, differences in error rates among the three keyboards were not significantly different. Eleven out of 20 subjects preferred the standard QWERTY keyboard; 6 preferred the modified QWERTY keyboard; 3 preferred the alphabetical keyboard. These test results suggest that a reduced-size keyboard should employ a standard QWERTY key arrangement to achieve maximum usability.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130176801","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In this paper an approach to traffic analysis is presented which employs image processing techniques to detect non-conforming behavior of vehicles on roadways in addition to providing the normal traffic statistics required for traffic monitoring. Traffic scenes recorded on video tape were used in the laboratory to test the approach. Binary images were obtained by subtracting each incoming sampled frame from a reference frame and thresholding the result. Centroids were calculated for each of the objects found in the binary images and were used to track the path of each vehicle on successive frames for its duration along the roadway in the region of interest. To minimize the computation time required to match objects from a given frame to the corresponding objects in the next frame, the velocity of each vehicle and inertial constraints on speed and angular deviation were used to predict each object's location in the next frame. The object nearest the target value was chosen as the appropriate match. The trajectory of each vehicle was checked for conformity. The implementation of the approach has been able to identify non-conforming vehicle behavior and issue a message on the monitor describing the detected behavior.
{"title":"Traffic analysis including non-conforming behaviour via image processing","authors":"Lshwar K Sethi, Wayne L Brillhart","doi":"10.4271/912753","DOIUrl":"https://doi.org/10.4271/912753","url":null,"abstract":"In this paper an approach to traffic analysis is presented which employs image processing techniques to detect non-conforming behavior of vehicles on roadways in addition to providing the normal traffic statistics required for traffic monitoring. Traffic scenes recorded on video tape were used in the laboratory to test the approach. Binary images were obtained by subtracting each incoming sampled frame from a reference frame and thresholding the result. Centroids were calculated for each of the objects found in the binary images and were used to track the path of each vehicle on successive frames for its duration along the roadway in the region of interest. To minimize the computation time required to match objects from a given frame to the corresponding objects in the next frame, the velocity of each vehicle and inertial constraints on speed and angular deviation were used to predict each object's location in the next frame. The object nearest the target value was chosen as the appropriate match. The trajectory of each vehicle was checked for conformity. The implementation of the approach has been able to identify non-conforming vehicle behavior and issue a message on the monitor describing the detected behavior.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"34 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127569147","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper briefly describes some IVHS initiatives in Australia and assesses the prospects for further developments. Two major activities in the IVHS area are reviewed: • a technology agreement between the state road authority (VicRoads) and the national telecommunications (Telecom) provider to develop vehicle location monitoring technologies for road management in Melbourne called TRansport Information and Management System (TRIMS); and • the application of a low cost technology, which is complementary to ATC systems, to capture data about the performance of public buses on arterial roads in Sydney. The technology is called the Arterial Network Travel Time System (ANTTS). These projects promise to deliver cost effective systems for the capture and management of road use data which can help to improve the operation of traffic control systems, introduce selective vehicle priority strategies such as signal preemption for buses, provide passenger information displays and collect information for planning purposes.
{"title":"IVHS applications in Australia","authors":"D. Howie, A. Garrett","doi":"10.4271/912828","DOIUrl":"https://doi.org/10.4271/912828","url":null,"abstract":"This paper briefly describes some IVHS initiatives in Australia and assesses the prospects for further developments. Two major activities in the IVHS area are reviewed: • a technology agreement between the state road authority (VicRoads) and the national telecommunications (Telecom) provider to develop vehicle location monitoring technologies for road management in Melbourne called TRansport Information and Management System (TRIMS); and • the application of a low cost technology, which is complementary to ATC systems, to capture data about the performance of public buses on arterial roads in Sydney. The technology is called the Arterial Network Travel Time System (ANTTS). These projects promise to deliver cost effective systems for the capture and management of road use data which can help to improve the operation of traffic control systems, introduce selective vehicle priority strategies such as signal preemption for buses, provide passenger information displays and collect information for planning purposes.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129816014","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
ADVANTAGE I-75 focuses on implementation of Intelligent Vehicle/Highway System (IVHS) technologies and on the processes whereby technological advancements are assimilated into the operational setting. ADVANTAGE I-75 represents a partnership of public and private interests in the I-75 corridor. Its goal is to reduce congestion, increase efficiency, and enhance safety of motorists and other users of I-75 and its connections into Canada through the application of advanced highway and vehicle technologies. Currently being considered as the inaugural project is an application of automatic vehicle identification (AVI) technology designed to facilitate motorcarrier operations by allowing transponder-equipped and properly documented trucks to travel any segment along the entire length of I-75 at mainline speeds with minimal stopping at enforcement stations.
{"title":"Implementing IVHS technology: The ADVANTAGE 1-75 approach","authors":"J. Deacon, J.G. Plgman, T. Jacobs","doi":"10.4271/912777","DOIUrl":"https://doi.org/10.4271/912777","url":null,"abstract":"ADVANTAGE I-75 focuses on implementation of Intelligent Vehicle/Highway System (IVHS) technologies and on the processes whereby technological advancements are assimilated into the operational setting. ADVANTAGE I-75 represents a partnership of public and private interests in the I-75 corridor. Its goal is to reduce congestion, increase efficiency, and enhance safety of motorists and other users of I-75 and its connections into Canada through the application of advanced highway and vehicle technologies. Currently being considered as the inaugural project is an application of automatic vehicle identification (AVI) technology designed to facilitate motorcarrier operations by allowing transponder-equipped and properly documented trucks to travel any segment along the entire length of I-75 at mainline speeds with minimal stopping at enforcement stations.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"145 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128635684","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
R. Kent Gilbert, Steve E. Underwood, Leo E. DeFrain
The Michigan Department of Transportation (MDOT) recently initiated a three-year program named DIRECT, which stands for Driver Information Radio Experimenting with Communication Technologies. The DIRECT Project has been designed specifically to test, in an operational setting, alternative driver-information systems. DIRECT is being undertaken as a national IVHS operational field test and is funded through a public/ private partnership between FHWA (50%), MDOT (25%), and several automobile and electronic component manufacturers (25%). This paper describes the system, starting from the initial decisions on the project concept through the physical and experimental design concepts.
{"title":"DIRECT: A comparison of alternative driver information systems","authors":"R. Kent Gilbert, Steve E. Underwood, Leo E. DeFrain","doi":"10.4271/912783","DOIUrl":"https://doi.org/10.4271/912783","url":null,"abstract":"The Michigan Department of Transportation (MDOT) recently initiated a three-year program named DIRECT, which stands for Driver Information Radio Experimenting with Communication Technologies. The DIRECT Project has been designed specifically to test, in an operational setting, alternative driver-information systems. DIRECT is being undertaken as a national IVHS operational field test and is funded through a public/ private partnership between FHWA (50%), MDOT (25%), and several automobile and electronic component manufacturers (25%). This paper describes the system, starting from the initial decisions on the project concept through the physical and experimental design concepts.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"54 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128258896","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The DRIVE project TARDIS (Traffic And Roads - DRIVE Integrated Systems) has as its main objective the specification of functional requirements of an Integrated Road Transport Environment (IRTE), in order to provide a common framework for technical developments in which the different system operating philosophies in different countries can still be embodied. A framework has been developed for assessing various communication system architectures into which the following RTI/IVHS applications can be integrated: dynamic route guidance advanced traffic control parking management and information public transport management and information fleet management tourist information automatic debiting. Within this framework a simulation model has been developed which allows the analysis of the communications infrastructure necessary to support a particular scenario for integration. The broadly-based TARDIS consortium, which includes national highway authorities, Government research organisations, automotive manufacturers, electronics industry and consultancies, developed a number of integration scenarios for analysis, taking into account the administrative, commercial, practical and technical viability of their implementation. The scenarios have been developed in liaison with preliminary work on the pilot projects expected to form the basis of the successor programme to DRIVE, and the results of the scenario analysis are anticipated to form a major input to the development of the pilot projects. The paper describes the simulation techniques developed within TARDIS and presents the scenarios being analysed, together with some results of the analysis and conclusions about the concept of the IRTE.
{"title":"Scenarios and communications system architectures for integrated RTI/IVHS Applications","authors":"I. Catling, M. Bell, C. Lohfink, J. Kossack","doi":"10.4271/912837","DOIUrl":"https://doi.org/10.4271/912837","url":null,"abstract":"The DRIVE project TARDIS (Traffic And Roads - DRIVE Integrated Systems) has as its main objective the specification of functional requirements of an Integrated Road Transport Environment (IRTE), in order to provide a common framework for technical developments in which the different system operating philosophies in different countries can still be embodied. A framework has been developed for assessing various communication system architectures into which the following RTI/IVHS applications can be integrated: dynamic route guidance advanced traffic control parking management and information public transport management and information fleet management tourist information automatic debiting. Within this framework a simulation model has been developed which allows the analysis of the communications infrastructure necessary to support a particular scenario for integration. The broadly-based TARDIS consortium, which includes national highway authorities, Government research organisations, automotive manufacturers, electronics industry and consultancies, developed a number of integration scenarios for analysis, taking into account the administrative, commercial, practical and technical viability of their implementation. The scenarios have been developed in liaison with preliminary work on the pilot projects expected to form the basis of the successor programme to DRIVE, and the results of the scenario analysis are anticipated to form a major input to the development of the pilot projects. The paper describes the simulation techniques developed within TARDIS and presents the scenarios being analysed, together with some results of the analysis and conclusions about the concept of the IRTE.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"11 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125484706","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The development of a robust, unified systems architecture is an important problem in IVHS technology. This paper presents a sketch of a general architectural framework within which IVHS systems can carry out a wide range of management and control functions. The most important aspect of the work reported here is the definition of two parallel and compatible architectures suitable in the first case for ATMS and ATIS functions, where the driver controls the vehicle, and in the second case for AVCS functions, where the vehicle is under automatic control. The tasks that must be accomplished within either architecture are differentiated across four dimensions: • function - the functions range from stabilizing individual vehicles along nominal trajectories to adapting traffic flows to changing demands; • time scale - the frequency of decisions and responses varies from under 1 s for continuous control of vehicles to several hours for network flow optimization; • spatial scope - the impact of a control action can vary from a single vehicle to the traffic in the entire network; • information span -- satisfactory accomplishment of the task will require information ranging from that referring to a single vehicle to that which spans system-wide flows. The architecture that we outline incorporates a hierarchy of five layers. This hierarchy helps to formulate a structured, modular approach to the development of IVHS because: • The hierarchy satisfactorily resolves all four dimensions of difference in the tasks. • Each layer presents a standard reference model to the layer above it. This provides a, "clean" interface between layers, and the design of each layer can proceed independently using the reference model of the layer below. When standardized, the reference model serve as IVHS open systems architecture. • Communication takes place only between adjacent layers and between peer layers. This will help specify the communication capabilities needed to support the control system. For the ATMS and ATIS functions, in which the driver is in control of the vehicle the tasks are arranged in the following five layers: the physical, regulation, planning, link and network layers. For the most advanced AVCS functions, in which driving tasks are fully automated, the five layers are: physical, vehicle regulation, coordination, link and network. The corresponding layers in the two architectures are functionally similar, although the reference models are significantly different. The functions and the information requirements of the two architectures are sufficiently similar that we strongly urge that future work aimed at successive refinements of either architecture should insist on a graceful transition to the other architecture. In practice, this is most likely to mean that the ATMS and ATIS systems should be designed to accommodate the extensions to the additional features envisaged in a fully automated AVCS system. The modular, hierarchical nature of the architectural
{"title":"Sketch of an IVHS systems architecture","authors":"P. Varaiya, S. Shladover","doi":"10.4271/912838","DOIUrl":"https://doi.org/10.4271/912838","url":null,"abstract":"The development of a robust, unified systems architecture is an important problem in IVHS technology. This paper presents a sketch of a general architectural framework within which IVHS systems can carry out a wide range of management and control functions. The most important aspect of the work reported here is the definition of two parallel and compatible architectures suitable in the first case for ATMS and ATIS functions, where the driver controls the vehicle, and in the second case for AVCS functions, where the vehicle is under automatic control. The tasks that must be accomplished within either architecture are differentiated across four dimensions: • function - the functions range from stabilizing individual vehicles along nominal trajectories to adapting traffic flows to changing demands; • time scale - the frequency of decisions and responses varies from under 1 s for continuous control of vehicles to several hours for network flow optimization; • spatial scope - the impact of a control action can vary from a single vehicle to the traffic in the entire network; • information span -- satisfactory accomplishment of the task will require information ranging from that referring to a single vehicle to that which spans system-wide flows. The architecture that we outline incorporates a hierarchy of five layers. This hierarchy helps to formulate a structured, modular approach to the development of IVHS because: • The hierarchy satisfactorily resolves all four dimensions of difference in the tasks. • Each layer presents a standard reference model to the layer above it. This provides a, \"clean\" interface between layers, and the design of each layer can proceed independently using the reference model of the layer below. When standardized, the reference model serve as IVHS open systems architecture. • Communication takes place only between adjacent layers and between peer layers. This will help specify the communication capabilities needed to support the control system. For the ATMS and ATIS functions, in which the driver is in control of the vehicle the tasks are arranged in the following five layers: the physical, regulation, planning, link and network layers. For the most advanced AVCS functions, in which driving tasks are fully automated, the five layers are: physical, vehicle regulation, coordination, link and network. The corresponding layers in the two architectures are functionally similar, although the reference models are significantly different. The functions and the information requirements of the two architectures are sufficiently similar that we strongly urge that future work aimed at successive refinements of either architecture should insist on a graceful transition to the other architecture. In practice, this is most likely to mean that the ATMS and ATIS systems should be designed to accommodate the extensions to the additional features envisaged in a fully automated AVCS system. The modular, hierarchical nature of the architectural ","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"88 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121426505","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
T. Dingus, J. T. Carpenter, F. Szczublewski, M. Krage, L. Means, R. Fleischman
The TravTek vehicle provides an information-rich multifunction environment for the driver, necessitating extensive teamwork in human factors engineering the displays and controls for efficient and safe operation. Example map and text screens are presented.
{"title":"Human factors engineering the TravTek driver interface","authors":"T. Dingus, J. T. Carpenter, F. Szczublewski, M. Krage, L. Means, R. Fleischman","doi":"10.4271/912821","DOIUrl":"https://doi.org/10.4271/912821","url":null,"abstract":"The TravTek vehicle provides an information-rich multifunction environment for the driver, necessitating extensive teamwork in human factors engineering the displays and controls for efficient and safe operation. Example map and text screens are presented.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"53 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123468693","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
CARMINAT is a European research program conducted under partnership and aimed at integrating a comprehensive information system into motor vehicles. The information may concern the vehicle itself or the traffic situation and other services. It is linked to a navigation and guidance system. Traffic information and services are broadcast by RDS. The route planner takes RDS messages into account to alter the route when necessary. Compatibility with the task of driving is ensured by ergonomic studies and testing. The research phase of Carminat will be followed by large scale pilot programs involving a fleet of vehicles on motorways and in large urban areas.
{"title":"CARMINAT—An integrated information and guidance system","authors":"P. Challe","doi":"10.4271/912746","DOIUrl":"https://doi.org/10.4271/912746","url":null,"abstract":"CARMINAT is a European research program conducted under partnership and aimed at integrating a comprehensive information system into motor vehicles. The information may concern the vehicle itself or the traffic situation and other services. It is linked to a navigation and guidance system. Traffic information and services are broadcast by RDS. The route planner takes RDS messages into account to alter the route when necessary. Compatibility with the task of driving is ensured by ergonomic studies and testing. The research phase of Carminat will be followed by large scale pilot programs involving a fleet of vehicles on motorways and in large urban areas.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"476 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122616224","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The smart card, which is commonly understood to be an integrated circuit-based, credit card-sized portable data carrier, is fast becoming a preferred medium for present and future Intelligent Vehicle/Highway System (IVHS) applications. Its compact size and computer functionality make it appealing for driver information, fleet management, and traffic management applications. Smart Cards are currently used in an IVHS application, namely, in an Electronic Toll & Traffic Management (ETTM) system with Automatic Vehicle Identification (AVI). This system utilizes the smart card for secure automated payment of tolls via a two-way RF link between a toll plaza and an in-vehicle unit which contains the card. As a result of surging customer interest, additional ETTM vendors are considering the use of the smart cards for their systems. Other applications of a smart card-based AVI system include vehicle speed calculation for measuring traffic flow, fleet management (i.e., rental car entry/exit), and various traveler information services. A smart card may also be used for logging of vehicle maintenance records, thus providing a higher level of customer service for vehicle owners. Another application is advanced vehicle diagnostics, where critical data could be stored on the card at the touch of a fingertip in order to more easily diagnose intermittent vehicle problems. Further, a smart card could be used for data storage in tracking and measuring driver and vehicle behavior for fleet management applications. Undoubtedly, new IVHS applications of smart cards will continue to evolve into the 21st century.
{"title":"IVHS applications of smart cards","authors":"M. Komanecky, D. M. Claus","doi":"10.4271/912848","DOIUrl":"https://doi.org/10.4271/912848","url":null,"abstract":"The smart card, which is commonly understood to be an integrated circuit-based, credit card-sized portable data carrier, is fast becoming a preferred medium for present and future Intelligent Vehicle/Highway System (IVHS) applications. Its compact size and computer functionality make it appealing for driver information, fleet management, and traffic management applications. Smart Cards are currently used in an IVHS application, namely, in an Electronic Toll & Traffic Management (ETTM) system with Automatic Vehicle Identification (AVI). This system utilizes the smart card for secure automated payment of tolls via a two-way RF link between a toll plaza and an in-vehicle unit which contains the card. As a result of surging customer interest, additional ETTM vendors are considering the use of the smart cards for their systems. Other applications of a smart card-based AVI system include vehicle speed calculation for measuring traffic flow, fleet management (i.e., rental car entry/exit), and various traveler information services. A smart card may also be used for logging of vehicle maintenance records, thus providing a higher level of customer service for vehicle owners. Another application is advanced vehicle diagnostics, where critical data could be stored on the card at the touch of a fingertip in order to more easily diagnose intermittent vehicle problems. Further, a smart card could be used for data storage in tracking and measuring driver and vehicle behavior for fleet management applications. Undoubtedly, new IVHS applications of smart cards will continue to evolve into the 21st century.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"239 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116189775","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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