Your car is basically a computer on wheels, even if you don’t treat it like one. If you drive a newer model, you’re likely sitting on a factory-installed vehicle telematics system right now. GM has OnStar. Ford has SYNC. These aren’t just fancy buzzwords. They let you call for roadside help with a button press. They can auto-dial paramedics if sensors detect a crash. Some even hook into GPS to guide you turn-by-turn.
Then there’s the entertainment. Hard drives storing MP3s. DVD players for the kids in the back seat. But behind the scenes, something far more chaotic is happening.
Dozens of electronic control units (ECUs) are screaming at each other. They monitor wheel slip. They check engine temperature. They watch fuel mixture ratios. All this data feeds into systems like anti-lock brakes and traction control. It’s a mess of independent signals. No single brain is truly in charge.
This is where the next generation gets interesting. The goal isn’t just more features. It’s integration.
The Unified Platform
Imagine a system that ties all those loose ends together. Music. Maintenance alerts. Security. Shopping. Entertainment. All controlled through one Web interface. This is the vision Hughes Telematics is pushing for.
Starting in 2009, they’re rolling out this tech to Chrysler and Mercedes-Benz drivers. The idea is a fully networked vehicle. A platform flexible enough to support services we haven’t even invented yet. You might be able to buy a song via iTunes while stuck in traffic.
“The key to this plan is in linking all of the various electronic systems already on board most modern vehicles.”
Defining Telematics
Let’s clear up the terminology. Telematics technically means any system where a mechanical or electronic device talks to another device or a human over a network. In the auto industry, it specifically refers to on-board communication.
GM uses OnStar. Ford uses SYNC. Hughes hasn’t picked a brand name for their system yet. Mercedes-Benz usually forbids third-party branding inside their cabins. So, whatever Hughes calls it, you’ll probably only see it in Chrysler vehicles.
Is this a revolution? Not really.
Hughes isn’t trying to reinvent the wheel. They’re not instantly changing the nature of the industry. Instead, they’re building a foundation. A platform for vehicle information and safety services that can be built upon for years. It’s about flexibility. Creating space for new technologies as customer demand shifts.
Breaking Down the Silos
Here’s the problem with current cars. Most vehicles from the last 15 years have an engine controller. A body controller. Several other ECUs scattered around.
Some of these systems talk to each other. But not really. They don’t share a common language. There’s no single processor that understands data from all of them. And certainly none that integrate with your MP3 stereo or LCD screen.
The Hughes system fixes this. It accesses the data. It interprets the jargon. It makes it available to you.
On the next page, we’ll look at the specific features and how they actually work under the hood.
The Hughes Telematics system isn’t just a GPS unit. It is an intricate network of systems and features that cross-communicate. You might think you are buying a car radio with extra steps. You are actually buying a computer that watches your car drive itself.
Here is what Hughes is actually promising to deliver.
Safety and Security Features
Let’s start with the basics. Roadside assistance. Emergency calling. Automatic crash notification. Stolen vehicle locator. These are standard in almost every modern telematics package. But Hughes adds a twist.
If your car gets stolen, the system can shut it down. It cuts off the fuel supply. This matters because high-speed chases are dangerous. For everyone. Including the thief. Stopping a vehicle remotely increases the chance of recovery without a shootout on the highway.
Emergency calls are not handled by a generic call center. They go through Intrado, Inc. This company is heavily involved in developing the 911 emergency response system in the United States. Their system routes emergency calls to the nearest available unit. Not just any unit. The nearest. That difference can mean minutes. Minutes are life.
Real-Time Traffic and Navigation
You want turn-by-turn directions. You want real-time traffic info. Hughes uses its own network initially. This is not a generic feed. It pulls data from multiple sources.
Sensors built into traffic lights. Sensors at key locations. Toll booths. Traffic cameras. This creates a baseline. A few years down the road, the system will incorporate data from the individual cars themselves. Speed. Braking. Steering wheel position.
Once all personal information is stripped away, this data builds a dynamic picture of current traffic conditions. It is crowdsourcing your commute.
Hughes partnered with Concentrix Corporation for call centers. If you need help, a human is on the other end.
Maintenance and Diagnostics
Currently, diagnosing a car requires an expensive scan tool. Only mechanics have access. The Hughes system changes this. It allows users to access diagnostic information through a Web interface.
You can configure maintenance reminders. You get automatic recall notices. This democratizes car repair knowledge.
Consider the Continuous Smog Check Testing Program in California. It is a pilot program. Volunteers with the proper equipment do not need to visit a mechanic for required emissions testing. Emissions levels are tested continuously. An automatic notification is sent if levels fall out of compliance. No visits. No waiting in line. Just data.
Media and Connectivity
Local information. Stocks. Weather. Sports. News. Streaming and storage of music and videos. This is the consumer-facing layer.
The system integrates with your life. Using Bluetooth wireless connections, it links cell phones. PDAs. MP3 players. Other electronic devices. It makes your digital life portable.
The Telematics Control Unit (TCU)
Up next, we learn about the heart of the operation. The Telematics Control Unit.
The TCU is a small computer. It listens in on the communications of other electronic systems in the car. Then it interprets and disperses that data as necessary.
It does this by piggy-backing onto the Controller Area Network (CAN-bus). This is a communication system found in all modern cars. The CAN-bus acts as a bridge between all the ECUs within the vehicle.
The Hughes TCU pulls data from this bus. This simplifies the system immensely. It does not need to be wired into every single ECU in the car. It simply listens. It acts much like a mechanic’s diagnostic scan tool. But it makes the data available to the driver in user-friendly ways. Comprehensible to the average car owner.
The unit is roughly the size and weight of a paperback book. It is designed with heat and vibration shielding. You could mount it anywhere. Even in the engine compartment. Exact positioning depends on the car model.
Hughes has not released details on the operating system or specific architecture. However, President Erik Goldman reported that the processing power would be “in the 500 megahertz (MHz) range.” This is similar to the ARM11 chips used in other automotive applications.
Hughes announced partnerships with IBM and Oracle. They were involved in developing the hardware and software used in the TCU. And in user interface systems. The unit carries on-board RAM. It was designed with flexibility in mind.
Via Bluetooth or possibly a USB port, the device will interface with “virtually every form of human machine,” according to Goldman.
Getting Your Own System
When can you get one?
Hughes Telematics systems will be offered as standard equipment on select Chrysler and Mercedes-Benz models starting in 2009. This is not a future concept. It is a production reality.
There is also an aftermarket version in the works. It will likely not have the full capabilities of the factory-installed version. They have not set a price point for such an add-on system. Installation might require additional wiring. Plus the installation of a microphone and cell antenna. Depending on the model of car it’s being installed on.
You can keep your car hooked up. But you have to pay for the privilege. And the wiring.
Data sitting on a CAN-bus is useless if you can’t reach it. Hughes solved this problem by building a telematics architecture that relies on four concentric circles of communication. These layers bridge the gap between raw vehicle data and the user’s smartphone or home network.
The first layer is the shortest range. It uses Bluetooth connectivity to let drivers interface with the system from inside the car. You just pair a cell phone or older device like a Blackberry to the car’s receiver. It’s local. It’s immediate.
The second circle extends the signal outward. This is a two-way cell link connecting the vehicle to the Hughes network. The car sends status updates out while the network pushes commands back. Hughes is partnering with several major cell providers, though they haven’t disclosed which ones yet. The hardware uses a high-gain antenna mounted near the rear window to keep the signal strong. Future iterations of these second-generation Hughes systems will integrate true 3G broadband features, moving beyond basic text-based data transfers.
The third layer involves a WiFi network connection. The car effectively becomes a mini hot spot. This allows it to link with networks at the user’s home, such as in the garage. You can park the car and upload a batch of street maps, favorite songs, or even videos for long trips. The system can also be configured to automatically download traffic and weather reports daily.
The fourth circle is still hypothetical. Hughes plans to eventually use a satellite network to ensure the telematics system works anywhere. Cell coverage has dead zones. Tall buildings block signals. Rural areas often have no service. Satellite communication fixes that reliability gap. Hughes isn’t launching its own satellites. They will lease space on next-gen telecommunications satellites that offer higher power return feeds. This makes the satellite link truly two-way, not just a receive-only broadcast.
Autonomous Cars and User Control
A system with this much data access seems like a logical stepping stone toward fully automated cars. Any computer trying to drive a vehicle needs access to all this information to make safe decisions.
Hughes says that’s not their goal. The telematics system is designed so that all actions are initiated by the user. Unless you have explicitly set up an automation rule, the car won’t just decide to move on its own.
This isn’t built for full automation. It does allow for specific automatic actions, like starting or shutting off the engine remotely. That’s a precursor to more robust systems. Those are likely still decades away. For now, the technology is about giving the driver more control, not removing it.
The next section will look at how users actually interface with this complex web of connections.
You can talk to your car. Actually, Hughes Telematics built a system where voice recognition handles almost everything. It’s not just a gimmick. You speak naturally. The car listens. It works hands-free so you don’t have to fumble with buttons or read a manual. If you get an email, the text-to-voice engine reads it aloud. You can reply with your voice too. It cuts out the friction of dealing with screens while driving.
Flexible Telematics and Microtransactions
There is a web portal involved too. A secure Hughes site lets you check diagnostics. You can schedule daily uploads over WiFi. Company president Erik Goldman sees this as a lifestyle integration. Safety is only part of it. He wants daily utility.
The business model reflects that. Most telematics services demand a subscription. Miss a payment? You lose access. Hughes is trying something different. An à la carte approach. Think micropayments. You don’t have to pay monthly for local info or navigation. Maybe you only pay when you’re lost in a new city and need a restaurant recommendation. Goldman mentioned buying songs directly from iTunes via voice command. No monthly fee for entertainment. Just pay when you want it.
Customization goes deeper. Consider a parent giving a college student the family car. The web interface allows setting maintenance reminders. You can configure a “geo-fence” using the onboard GPS. The system alerts you if the car leaves the state. Useful for parents. Maybe not for everyone. And even those parents won’t need it during summer when the kid is home.
Third-party developers can build on this too. Automotive development cycles usually take years. This system is flexible. It adapts as users demand new apps. It mirrors the iPhone App Store. Developers create packages. Hughes approves them. Users buy what they like. You pick and choose.
Telematics Security and Privacy Controls
The data collection is intense. The system knows your location. It tracks speed. It logs incoming emails. It can shut off the engine. Lock doors. It feels intrusive. Hughes knows this.
“We are hyper-sensitive to the privacy issue.”
Erik Goldman insists the car owner owns the data. The owner controls access. You can opt out of any feature. The Telematics Control Unit (TCU) has firewalls. It uses encryption. It stays separate from the Motor Vehicle Event Data Recorder. That’s the “black box” for crash data. The TCU is not required for the car to run. If it glitches or breaks, the vehicle still drives. You just lose the data features.
Related Resources
- Top 5 Car Gadgets
- 5 Extravagant Car Amenities
- How accurate are gas mileage monitors?
- How Dashboard Displays Work
- Are RFID ignition systems safe?
- How Bluetooth Car Stereos Work
Sources
Goldman, Erik. President of Hughes Telematics, Inc. Personal interview. Conducted Dec. 23, 2008.
Hughes Telematics, Inc. “Concentrix Signs Multi-year Contract with Hughes Telematics.” Oct. 17, 2008. (Jan. 22, 2009) http://www.hughestelematics.com/news/?p=22
Hughes Telematics, Inc. “Hughes Technology Drives VICI Racing Into the Future in 2008 American Le Mans Series.” May 26, 2008. (Jan. 22, 2009) http://www.hughestelematics.com/news/?p=16
Hughes Telematics, Inc. “Hughes Telematics and Intrado Partner to Set New Safety Benchmark Behind the Wheel.” July 8, 2008. (Jan. 22, 2009) http://www.hughestelematics.com/news/?p=18
Hughes Telematics, Inc. “Hughes Telematics Signs Agreements with IBM and Oracle.” Aug. 7, 2008. (Jan. 22, 2009) http://www.hughestelematics.com/news/?p=19
