3GT has specified standardized interfaces to define the interaction of services and terminals with a middle layer, known as the Conrol Centre. These interfaces allowed service providers to develop, package and then roll out their service implementations irrespective of the control centre's vendor or operator. They were also expected to potentially facilitate the OEM's choice of first-tier supplier and to allow end users to authenticate with a control centre and activate and manage their personal set of services from any terminal.
The developed draft architecture and common interface specifications for OSGi-based telematics have been implemented, tested and validated at 5 test sites across the Europe, ensuring the validity of the proposed interoperability concept.
The key objectives of the project included:
- to develop an overall, agreed reference architecture for OSGi-based telematics
- to develop common specifications for two key interfaces that emerge in an OSGi-based approach:
- the interface between in-vehicle platforms and control centres, and
- the interface between control centres and service providers
- to develop, test and validate OSGi-based telematics services, control centres, middleware and in-vehicle integrated platforms based on the reference architecture and draft interface specifications at 5 different test sites across Europe
- to help buil industry consensus and propose the agreed interface specifications to the relevant standardisation body
- to address and formulate recommendations on operational and business aspects that facilitate the mass-market take-up of OSGi-based telematics.
The technical issues concerning system performance and reliability have been tested using three different categories of tests:
- C-Lab tests: Common test cases, executed in site facilities (lab), using the architectures developed at each site. During this phase, all testing was done on one site, with all available combinations of terminals and primary control centre.
- X-Lab tests: Common test cases, executed in site facilities (lab), using the architectures developed at each site. During these tests, test sites used their key terminal with other control centre's in order to have all possible combinations of terminals and control centres tested.
- X-Live tests: Show complete interoperability, by preparing a technical demonstration for the ITS World conference in Madrid.
The non-technical issues covered the following areas:
- User acceptance (users' opinions, preferences, willingness to pay)
- Possible impact (safety, environment, transport efficiency, user behaviour, etc.)
- Financial (initial and running costs, rate of return, payback period)
Questionnaires addressing these non-technical issues were sent out to a population representing the different stakeholders who potentially might be affected by the 3GT results.
C-Lab and X-Lab testing was the core of the technical testing activities. From these tests, it was concluded that the 3GT specification is indeed a thorough, sound product that provides the basis for open telematics platforms within a vehicle. All sites have passed the tests, with minor irregularities reported and no major issues being unresolved. Specifically the X-Lab testing provided the proof of the interoperability of the 3GT implementation.
The non-technical assessment (impact, user acceptance and financial) has been performed in a detailed analysis of the 3GT Questionnaire, for which data has been collected at all test sites and from participants in the 3GT Forum. The number of respondents to this questionnaire is considered too small to put full value to the statistical outcome of this analysis. There are a number of very valuable comments and suggestions collected from the respondents, which certainly will be of use to further work on the standardisation of the telematics interfaces for automotive telematics.
3GT project is considered as a very valuable asset in the development of open standards in the automotive telematics society. It is therefore recommended to submit the specification to the appropriate channels and bodies to have this standard officially accepted.
It is also recommended to continue the European effort on standardisation of the automotive telematics environment, with emphasis on the interfaces that are not yet touched upon. To be more specific, to work on standardisation of the interface of the telematics unit to the user and to the vehicle electronic systems.
BMW FORSCHUNG UND TECHNIK GMBH
ROBERT BOSCH GMBH
C.R.F. SOCIETA CONSORTILE PER AZIONI
GATESPACE TELEMATICS AB
MIZAR MEDIASERVICE S.R.L.
ADAM OPEL AG
PEUGEOT CITROEN AUTOMOBILES SA (PCA)
NETHERLANDS ORGANISATION FOR APPLIED SCIENTIFIC RESEARCH
VOLVO TECHNOLOGY AB
WEBRASKA MOBILE TECHNOLOGIES SA
WIRELESSCAR SWEDEN AB