ISSN 1345-3041 VOL. 91/SEP. 2000 MITSUBISHI ELECTRIC Intelligent Transport Systems Edition Basic Technologies for On-Board Equipment Vehicle Control Following distnace control unit Integrated electronic/hydraulics ABS control unit Integrated motor and controller for electrical power-assist steering unit Information Processing and Delivery Car-navigation systems Lane-line detector units Communications Digital wireless transceivers VICS receivers for optical and radio beacons Digital cellular phones Compact laser radar for following distance control Magnetic nail sensors for guiding automatically piloted vehicles Compact CCD cameras for registering driver behaviors Infrastructure Technologies Communications 2.5Gbps laser diode module Optical LAN transceivers Microwave and millimeter-wave ICs Information Processing and Delivery Map databases MELROSE traffic simulator Digital broadcast video recorders DIAMOND PARK virtual reality system Security Fingerprint authorization equipment MELWALL firewall (with MISTY encryption) MISTY encryption LSI unsing a novel encryption algorithm Realtime Control MELSEC next-generation programmable controllers Node units for high-speed networks High-speed CPU board Sensing Infrared cameras Superbird satellite communications Artificial retina chips Sensing System Integration
Transcript
ISSN 1345-3041
VOL. 91/SEP. 2000
MITSUBISHIELECTRIC
Intelligent Transport Systems Edition
BasicTechnologiesfor On-BoardEquipment
Vehicle Control
Following distnace control unit
Integrated electronic/hydraulics ABS control unit
Integrated motor andcontroller for electricalpower-assist steering unit
InformationProcessingand Delivery
Car-navigation systems
Lane-line detector units
Communications
Digital wireless transceivers
VICS receivers foroptical and radio beacons
Digital cellular phones
Compact laser radar for following distance control
Magnetic nail sensors for guiding automatically piloted vehicles
Compact CCD cameras for registering driver behaviors
Infrastructure Technologies
Communications
2.5Gbps laser diode module
Optical LAN transceivers
Microwave and millimeter-wave ICs
Information Processing and Delivery
Map databasesMELROSE traffic simulator
Digital broadcastvideo recorders DIAMOND PARK
virtual reality system
Security
Fingerprint authorization equipment
MELWALL firewall(with MISTY encryption)
MISTY encryption LSI unsing a novel encryption algorithm
Realtime Control
MELSEC next-generationprogrammable controllers
Node units for high-speed networks
High-speed CPU board
Sensing
Infrared camerasSuperbird satellitecommunications
Artificial retina chips
Sensing
System Integration
●Vol. 91/September 2000 Mitsubishi Electric ADVANCE
A Quarterly Survey of New Products, Systems, and Technology
Intelligent Transport Systems, Symbols of the 21st Century ............ 1by Ichiro Masaki
Recent Trends and Mitsubishi Achievementsin ITS Technology ................................................................................ 2by Masayuki Oishi and Shoichi Washino
Car-Navigation Systems .................................................................. 10by Kazuhiro Yokouchi, Hiroaki Ideno and Masako Ota
Electronic Toll-Collection Systems .................................................. 15by Hiromitsu Kato and Yuji Hirooka
Advanced Cruise-Assist Highway Systems ................................... 21by Tetsuo Miyoshi and Akira Horiguchi
Simulation Environment for Intelligent Transport Systems............. 26by Hiroyuki Kumazawa and Masayuki Oishi
MELBA Enterprise Application Integration SoftwareUsing Agent Technology ................................................................... 29by Shigenori Kino and Yoshitaka Ogawa
Keizo HamaCorporate Total Productivity Management& Environmental ProgramsMitsubishi Electric Corporation2-2-3 MarunouchiChiyoda-ku, Tokyo 100-8310, JapanFax 03-3218-2465
Yasuhiko KaseGlobal Strategic Planning Dept.Corporate Marketing GroupMitsubishi Electric Corporation2-2-3 MarunouchiChiyoda-ku, Tokyo 100-8310, JapanFax 03-3218-3455
Editor-in-Chief
Editorial Advisors
Vol. 91 Feature Articles Editor
Editorial Inquiries
Product Inquiries
The oval area at the upper right of our coverfor the Intelligent Transportation Systems (ITS)edition of "Advance" shows MitsubishiElectric's key technologies and representativein-vehicle product categories, while that at thelower left shows those for the ITS infrastruc-ture. For example, semiconductor andelectronic technology includes the artificialretina chip and units for controlling enginesand vehicles. The elongated ellipse joining thetwo areas represents the corporation'ssophisticated capabilities in systems integra-tion.
The photograph at the upper left shows theinstallation for an electronic toll-collectionsystem and that at the lower right the corre-sponding in-vehicle transceiver unit. Superiorsystems integration ensures that not only theindividual products but also the entire systemwill be robust and provide the very highestperformance.
CONTENTS
· 1September 2000
TECHNICAL REPORTS
*Prof. Ichiro Masaki is a Principle Research Associate with the Intelligent Transportation Research Center of theMicrosystems Technology Laboratories, Massachusetts Institute of Technology.
OverviewIntelligent Transport Systems, Symbols of the 21st Century.
by Ichiro Masaki*
The goal of an Intelligent Transport System (ITS) is to increase the safety and efficiency of transportsystems by integrating various subsystems, including cars, trains and traffic-control systems. Informationtechnologies for sensing, communication and control are the keys to successful integration. Examples ofITS include navigation systems, electric toll-collection systems and traffic-signal control systems for emer-gency vehicles. The navigation system indicates the best route to the destination based on real-timetraffic-congestion information. Electric toll collection allows cars to go through toll gates without stoppingby handling toll payment electronically. With an advanced traffic-signal control system, signals turn greenwhen an emergency vehicle approaches them. The ITS is expected to lead to changes in business, academia,and life styles as we leave the twentieth century for the twenty-first.
Various industrial products, such as refrigerators, TV sets and IC chips have been developed since theindustrial revolution, but ITS is not just another new product; it represents a new business paradigm. Withthe conventional business paradigm, companies compete to achieve better performance, cost, and reli-ability in accordance with a stable, long-lasting product concept. For example, the product concept of therefrigerator is a low-temperature box with a motor and a compressor, a concept with lengthy validitywithin which companies have long been competing for higher performance and productivity. The core ofthe ITS business, in contrast, is to create new product concepts and global standards. Another feature ofITS business is that ITS products are components of large systems and therefore their compatibility is alsoimportant. The nature of the ITS business requires new working environments different from those ofconventional manufacturing. For example, a team of people with different cultural backgrounds is usefulto create new product concepts by integrating component technologies with system designs and techni-cal feasibility with social needs. It is important to establish trends in technologies and lifestyles throughinternational collaboration between governments, industries, and academia. In order to develop a traffic-incident detection system for a tunnel, say, we need not only to work on components such as TV cameras,image processing, and communication networks but also the whole architecture of sensor networks forroad administrations as well as trends in international standardization.
Academically, too, ITS represents a new paradigm. In the twentieth century, science was subdividedinto a large number of fields in each of which advances were made more or less independently. In thetwenty-first century, we need to develop a new style of science that will be able to answer multidisciplinaryquestions. For example, studies embracing engineering, economics, politics and other related fields arerequired to answer the question �What type of transport system is suitable for each of various regions?�
ITS will create new lifestyles in the twenty-first century. It is an example of applying information tech-nology to society. Such applications will extend from traffic to medical, financial, educational and otherfields. The core of the social infrastructure will grow from electricity and water to the �super infrastruc-ture� which supports the informational aspects of various social activities.
We are now not only leaving behind the twentieth century for the twenty-first but also entering a new,post-industrial era symbolized by ITS.
TECHNICAL REPORTS
Mitsubishi Electric ADVANCE2 ·
*Masayuki Oishi is with ITS Business Development Group and Shoichi Washino is with Industrial Electronics & SystemsLaboratory.
by Masayuki Oishi and Shoichi Washino*
Recent Trends and MitsubishiAchievements in ITS Technology
ITS has recently been a popular topic of news-papers and mass media. In 1998, The Japanesegovernment selected ITS as a target for economicdevelopment. Because ITS is centered on datatransmission, it can offer a demand multipliertwice that of conventional utilities. In Novem-ber 1998, cabinet ministers named ITS as a keycomponent of future urban transportation sys-tems. The ministers decided to step up the imple-mentation schedule for electronic toll collection(ETC) systems, targeting 2003 for developmentof �smart� highways and �smart� cars with in-formation capabilities.
Automotive and electrical manufacturers havebeen taking orders for ETC systems since March
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Table 1 Construction Ministry�s ITS Budget for1999 (unit: billion yen)
Note: The Construction Ministry has contributed ¥140million to another project, �R&D on information andcommunication technologies for 21st century ITS ap-plications,� conducted jointly with the Ministries ofTransport and of Posts and Telecommunications.(Source: �Summary of Roadway Related Budget for FY�99")
1999 and ITS capabilities are being developedrapidly, with cooperation extended betweenmanufacturers in the same fields as well asacross industry lines.
Mitsubishi Electric has set up a ITS promo-tional department to focus the company�s R&D.A special council of the best minds from each ofthe product divisions meets regularly to set strat-egy for the new field. These activities are help-ing to guide the company�s policies into anoverall plan for ITS development in the years tocome.
Major Trends1999 was the second year of the ConstructionMinistry�s five-year plan for roadway infrastruc-ture. The plan includes three items directly re-lated to ITS development: inauguration andexpansion of ETC services, development of�smart� highway technologies and promotion ofITS solutions to prefectural and local govern-ments. The start of ITS led to a 2.62-fold increasein budgetary allocation for ITS to 64.7 billion yen(Table 1.) The five-year plan calls for ETC sup-port at 60% of the nation�s toll plazas�some730 locations�by 2002. Fig. 1 illustrates thebasic components of ETC systems.
Introducing an ETC system can raise thethroughput of a toll kiosk from 230 vehicles perhour to 1,000, a better than fourfold increase.This would help to alleviate traffic jams, 30% of
Fig. 1 Illustration of ETC system.
IC card
Roadside antenna
Bidirectional wirelesscommunications
Dash-mount unit
(Source: "ITS Guide")
Kan’etsuExpressway
CentralExpressway
TomeiExpressway
Joban Expressway
East KantoExpressway
TohokuExpressway
Takaido
Yoga
KawaguchiMisato
Tokyo BayAqualine
Narita
KeyTo be in operationby the end ofFY ’99
Fig. 2 Major roads to be serviced by ETC systemsin FY �99. (This list is not complete.)
(Source: "ITS Guide")
TECHNICAL REPORTS
· 3September 2000
which are believed to originate at overloaded tollplazas.
Under the ministry�s plan, a prototype systemwas implemented on the main roads of Chibaprefecture in 1999, see Fig. 2.
�Smart� Highway ConceptThe Japanese government designated ITS tech-nology as one of the targets for an emergencyeconomic stimulus package passed in Novem-ber 1998. The government ordered early intro-duction of ETC systems and tests on �smart�highways incorporating intelligent functions and�smart� cars.
Smart highways include a system for commu-nications between roadway and vehicle, an op-tical fiber communications trunk and varioussensors. This infrastructure will support a diver-sity of ITS services. Smart highways are ITS-ca-pable highways. Fig. 3 illustrates the concept.
The development schedule is as follows: test-ing of Advanced cruise-assisted Highway Sys-tems (AHS) will be completed in 2000, systemsand regulations will be drafted by 2001, and by2003, the technologies will be initially deployedon the No. 2 Tomei Expressway (Tokyo toNagoya), Meishin Expressway (Nagoya to Kobe)and on intraurban freeways. The plan calls forto be introduced to all major roads in the nationto be upgraded with intelligent capabilities bythe year 2015.
ITS Information and Communications SystemsThe ITS Information and Communication Sys-
ETC gate
Bidirectionalcommunicationsbeacon
Encourages deployment of advanced information technologies that will permit exchange of diverse information resources.
Optical fiberPlatform
Airports
Long-distance buses
Ports
Distributioncenters
Cities
Road stations
Homes
Government networks
Diverse services are supplied by an integrated system for safer, smoother and more comfortable transport.
(Source: "Report of the ITS Information and Communication Systems Committee")
tems Committee of the TelecommunicationsTechnology Council investigated informationtechnology for ITS applications, delivering itsfindings to the Minister for Posts and Telecom-
TECHNICAL REPORTS
Mitsubishi Electric ADVANCE4 ·
2000
Early stages
Improvement and generalization of existing systems
Development of individual ITS services
2005
Development stage
Overlapping individual ITS services
Establishment of technologies to smoothly transmit and receive images and other data from fast-moving vehicles.Establish network access technologies to mediate efficient communications between roadway and vehicle and among vehicles.Establish multimode terminal technologies capable of receiving multiple ITS services.
Networks provide an environment for multiple services to coexist
2010
Mature Period
Fully integrated ITS services.
Establish comprehensive system technologies with the purpose of support of automated driving and other driving safety enhancement functions.Establish technologies for an information transport infrastructure capable of carrying diverse multimedia applications.
Automated driving functions and seamless information flows
Improvement of VICS, more functions for request-driven car-navigation systemsEstablish general-use ETC system technologiesEstablish technologies for shared use of vehicle-mounted terminal by multiple applications
Fig. 4 Approximate development timescale for ITS information and communication systems.
(Source: "Report of the ITS Information and Communication System Committee")
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
02000 2005 2010 2015
(Bill
ions
of y
en)
KeyITS information and communication servicesVehicle-mounted terminal equipmentITS information and communicationinfrastructure systems
munications in February 1999. We summarizethe findings as follows:
THE PROMISE OF ITS TECHNOLOGY. ITS is a com-prehensive communication system dealing withroadway conditions and traffic behavior, and of-fering potential to ease traffic bottlenecks, re-duce accident incidence and improve thetransport efficiency of the nation�s roadway net-works.
ITS will affect the operation of the nation�sapproximately 70 million motor vehicles and con-tribute to the development of the automotiveand electronics industries, bringing economicgrowth and creating new industries.
In an age where roadway travel is central tothe transportation network and a significant partof everyday living, ITS will improve the lives ofa citizens by improving the quality of travel. ITSwill also serve as a step toward an information-intensive society.
ITS will contribute to regional developmentby providing information transmissions for theregion that make life easier.
ITS is a major project being pursued simulta-neously in Japan, the US, and in Europe, andJapan has an opportunity to lead the way in tech-nical development and in the establishment ofinternational standards.
APPLICATION EXAMPLES AND DEVELOPMENT
IDEALS. Table 2 lists applications in five fieldsfamiliar to everyday life. We expect the initialphases of deployment to last to 2005, wider ex-pansion to follow until 2010 when the marketwill mature (Fig. 4.)
ITS MARKET. Establishment of infrastructureand wide availability of terminals will serve tokindle the market into what will grow to be ahuge ITS related industry. The diversity of appli-
TECHNICAL REPORTS
· 5September 2000
Table 3 Key Technologies for ITS Information and Communication Systems
(Source: "Report of the ITS Information and Communication System Committee�)
cations will create business chances in the newITS services market.
The ITS support market is expected to growto 60 trillion yen by 2015 (Fig. 5.)
The ITS services market is expected to showa growth spurt in 2003, doubling every five years,reaching 65% of the entire ITS market by 2015.
Car navigation systems will eventually acquirepowerful personal computer and Internet accessfunctions, that could include an ETC trans-ceiver.
Some 42 million cars are anticipated to fittedwith car navigation systems by the year 2015.ITS will likely grow into a leading industry ofthe 21st century with concomitant contributionto employment: 330,000 new jobs by 2005,1,070,000 jobs by 2015.
ITS TECHNICAL DEVELOPMENT ISSUES. Table 3lists technical issues to be addressed in imple-menting ITS communications.
Industry AssessmentIn the publication, �Investigation of roadwaytraffic issues in an information-Intensive Soci-
ety� with subtitle �Traffic in a Multimedia Soci-ety� The Planning and Adjustment Office of theNational Land Agency has defined �informationintensive� society as follows:
A society using advanced networking and tele-communications technologies to enable any in-dividual to communicate any time with anyremote or mobile location, to transmit, exchangeor process needed information, and a society inwhich information drives the management ofsocial infrastructure.
The report also listed five keywords suggest-ing that traffic flow and traffic managementwould be one of the distinguishing characteris-tics of an information-intensive society. Thekeywords are: remote, mobile, 24hrs a day/7 daysa week servie, personal availability and man-agement (Fig. 6.)
ITS promises not only to resolve traffic prob-lems but also to form the infrastructure for aninformation-intensive society that carries withit the potential to transform our concepts oftransport (Fig. 7.)
ITS forms part of the social infrastructure andit is important that it ultimately merge
TECHNICAL REPORTS
Mitsubishi Electric ADVANCE6 ·
seamlessly with an information-intensive soci-ety. Development will start with infrastructurebusiness, which will establish the way for growthin higher level communication services and in-formation providers.
Information-intensive society will be a mobilemultimedia society allowing anyone anywhereto access any information from any place at anytime. People will be able to receive ITS servicesin their cars, in homes and offices and even whilewalking. We will need new ways of associatingand combining information and some sort ofuniversal information terminal.
Fig. 8 shows images of how an ITS systemwould be used in an information-intensive soci-ety. Fig. 9 shows an ITS application exampleusing ETC technology.
Mitsubishi Electric�s ITS StrategyThe company is developing business in a sector
Multimodal distribution
Car/truck
Ship Air
Rail
- Solution to traffic problems- Forming an information-intensive society
ITS(transport +
communications)
Creation of new markets
Markets
General
Public sector Private sector
Software-controlled multimodal
Demand for tailored transport information services will create new markets.
ITS will change the ways traffic systems are constructed, transport styles and culture.
Fig. 7 How ITS will change transport concepts.
(Source: "Intelligent Transport Systems")
Increasinginformation volume
Improvinginformation quality
Fewer locationconstraints
Fewer timeconstraints
Remote access
Characteristics ofan Information
Intensive SocietyChange keywords Meaning
Developmentand
deploymentof
informationand
communicationstechnologies
Flat organization allowing the user free choice of locationCreating an environment that is comfortable and low-stress
Handheld Greater mobilityAbility to exchange information whenever or wherever necessary
24/7 Round-the-clock access to needed information servicesUp-to-date news always available
PersonalGreater individual power to send and receive informationCustomizing databases to suit the individual
ManagementFacility management supportSafe, efficient use of traffic network
Fig. 6 The phases of an information-intensive society.
(Source: "Transport in a Multimedia Society")
we refer to as computer, communication andvisual (CCV) solutions, as shown in Fig. 10.
ITS builds on a foundation of infrastructure,communication, vehicle, sensing and user in-terface technologies. Mitsubishi Electric has allthese capabilities, giving the company inherentstrengths that can be leveraged for progress inits ITS business.
High-accuracy high-reliability pinpoint tech-nologies are needed for identifying and control-ling vehicles. The company has developedapplicable technologies in space and defenseprojects that it will apply in ITS.
Fig. 11 shows ITS related business fields di-vided into four domains. Infrastructure is the firstdomain that we will develop. Platform businessand information provider businesses will follow,finally we will see a shift of emphasis towardinformation and communications services.
ITS Development at Mitsubishi Electric
ORGANIZATION. A team of exceptional businesspromotion executives drawn from the productdivisions will form a working level group to draftguidelines and propose policy. In addition projectcommittees will meet regularly to focus on ETC,AHS, distribution and other individual ITSprojects, see Fig. 12.
ACTIVITIES. We will take up the company�s vari-ous ITS projects in the other articles of this is-sue.
�Trends and Developments in ITS MajorProjects� covers VICS, ETC and AHS and a pro-prietary distribution system currently under de-velopment.
�International Standardization Relating to ITSPlatform Trends� describes Japan�s contributionto international standards for ITS, various na-tions� work on system architectures, and
TECHNICAL REPORTS
· 7September 2000
DekoBoko
km/h
Home
Public facilities
Office
While driving
Pedestrian usage
Telemedicine
Disaster center
Street navigation
Internet TV
Small office
Information intensive office
Vehicle-mounted terminal
GII
Satellite communications
IC Cards
Optical fiber
SOHO
FTTH
CATV
Handheld terminal
ETC
Automotive equipment
Mobile communications
CALS
KeyEC: Electronic commerceFTTH: Fiber to the homeSOHO: Small office home officeGII: Global information infrastructureCALS: Computer-aided Acquisition and Logistic Support
EC
Fig. 8 Images of ITS services in an information-intensive society.
Fig. 9 ETC applications of ITS technologies.
Nonstop parking systems Gas station management system
Distribution management system using cargo handling tags Drive-through order and payment system
Cars can drive into a parking garage without stopping, thanks to quick and automatic communications between the car s transceiver, roadway-mounted antenna and roadside transceivers. Conventional tickets and settlement can be be supported for cars not equipped with the special transceiver.
Settlement management system
Center system(toll settlement, customer management)
Parking ticket issuance and control equipment
Toll settlement
Exitinformation
Discountinformation
Parking fare information
Entry information
Typical vehicletransceiver mounting
The system automatically settles payments for fuel, merchandise and services.
Vehicle transceiver
Vehiclemanagementterminal
Settlement andauthentificationequipment
Information-bearing cargo tags are attached to loads. The position of a commercial vehicle fleet within the warehouse or outside can be known. Goods can be distributed efficiently through a series of forwarders and statistics on freight travel are available for further analysis.
Shipping terminal Write antennaCargo tag management
Cargo tagRead antenna
Card writercontroller
IC cardwriter
Roadsidetransceiver
Warehouse
Vehiclemanagementequipment
Factory
Vehicle transceiver
·210
·600
·260
·0
·320
·210 X 1Regular
Double
Coffee
Coke M
French Fried Potato M
·300 X 2
·130 X 2
·210 X 0
·160 X 2
AM 11:25
AM 11:48
PM 12:14
PM 01:02
PM 12:36
·1250
·1150
·730
·1810
·930
Vehicle occupants can place orders through a mobile communication system, receiving the goods and automatically settling the purchase on their arrival at the store. The system helps customers shop more efficiently and promotes efficient use of shop and parking space.
navigation systems, new distribution management systems
[Information systems for central and local government]• Emergency wireless communication
systems• Wide-area monitoring and control systems• Nursing insurance systems
[Security and crime prevention]• CCTV systems• Fingerprint authorization systems
Life solutions
[Communication and entertainment]• Digital broadcast and relay systems• Giant video systems (Auroravision, DLP)• Next generation communication terminals
(W-CDMA)• Home networks
[Medical information systems]• Electronic charts• Remote medical diagnosis and treatment• 3D irradiation treatment planning
equipment
[Educational systems]• Remote education systems• Lifetime education support
Fig. 10 Mitsubishi Electric�s CCV solutions
policymaking in Japan. The report on standard-ization activities covers work on protocols, datadictionaries and message sets.
�ITS Related Topics� introduces ITS simula-tion systems, composite sensor systems and com-pact scanning laser radar for vehicles.
ConclusionsIn the three years since our first special issueon ITS (December 1996) ITS has been selectedas a central component of the government�s eco-nomic stimulus policy. ITS business has grownactive with sales of VICS-capable car navigationsystems and the inauguration of ETC servicesat the end of 1999. In Japanese newspapers we
have seen extended articles on ITS. ITS appearsto have passed its teething stages and the paceof development is quickening.
ITS is the business model for information andcommunications in the 21st century, and willbe a litmus test for survival in the changing eco-nomic climate of the new century. The struc-ture of industry is changing in fundamental ways,a genuine paradigm shift.
We expect to see closer ties with general con-tractors, automotive manufacturers and a re-laxed regulatory climate in which MitsubishiElectric may one day manufacture electric ve-hicles. The current conventional wisdom is of-ten a poor guide to the future but we can see a
Distribution service industry Venture businessElectrical appliance
manufacturersElectrical instrument
manufacturers
Banking
Insurance
Communication equipmentmanufacturers
Internet providers First-tier communications businesses Wire manufacturers Electrical manufacturers
ITS
Measuring instrumentsmanufacturers
Information provider business
- Application licensing- Content generation
Platform business
- Vehicle-mount terminaldevelopment and manufacture
Information communicationand broadcast business
- Broadcast facility management and operation
Information and communications
infrastructure business
- Optical fiber networks,sensor manufacture
Fig. 11 ITS business domains.
(Source: "Intelligent Transport Systems")
TECHNICAL REPORTS
· 9September 2000
ITS Business Promotion Committee(Mitsubishi Electric president is committee chairman)
ITS Promotion Office
ITS Business StrategyCommittee(superstar members)Individual project committeesfor ETC, AHS, distribution, etc.
Related AdministrativeDivisions- Public Utility Systems Group- Automotive Equipment Group- Electronic Product & Systems Group- Communication Systems Group- Information Systems Group- Semiconductor Group
Related Facilities- Energy & Industrial Systems Center- Kamakura Works- Himeji work- Sanda Works- Information System Engineering Center
Related Laboratories- Industrial Electronics & System Laboratories- Information Technology R&D Center- Automotive Electronics Development Center
Fig. 12 Promotion of ITS at Mitsubishi Electric.
postindustrial shift from manufacturing towardinformation industry, software and services.
Looking forward, the company is taking ITSas a business model for the 21st century. Webelieve it will be necessary to reinvent ourselvesto adapt and thrive. We are approaching a choiceof whether to focus on hardware or to diversifyinto software and information services.
Mitsubishi Electric received contracts for Japan�sfirst ETC system along with Fujitsu and JVC.We expect that the MISTY cryptographic encod-ing will be adopted for the security system. Thecompany expects to continue expanding its ITSbusiness as these technologies are deployed morewidely. ❑
TECHNICAL R EPORTS
Mitsubishi Electric ADVANCE10 ·
*Kazuhiro Yokouchi, Hiroaki Ideno and Masako Ota are with the Sanda Works.
by Kazuhiro Yokouchi, Hiroaki Ideno and Masako Ota*
Car-Navigation Systems
Japanese electronic manufacturers have led theindustry in car-navigation technology and theJapanese domestic market for car-navigationsystems is the most developed. Four millions car-navigation systems had been installed by 1998,including a million with VICS receivers provid-ing information on road and traffic conditions.The Electronic Industries Association of Japanpredicts a near doubling of sales, growing from1.3 million units in 1999 to 2.4 million in 2003.
Car-navigation systems promise to ease traf-fic congestion and improve the driving environ-ment. They are the most advanced and widelyimplemented of the nine intelligent transport sys-tem (ITS) technology areas that Japan’s Minis-try of Trade and Industry has designated fordevelopment. A parallel trend is the rapid move-ment to introduce information and multimediatechnologies to cars, and car-navigation systemsoffer a convenient platform to deliver a widerrange of information services.
Mitsubishi Electric is responsible for numer-ous innovations in the field. In this article, weintroduce some of these developments and dis-cuss other advances and trends.
DescriptionFig. 1 shows a typical system configuration.Navigation-related functions are shown withsolid lines; additional information functions withbroken lines. Absolute position data from theGPS receiver is combined with speed signals in-tegrated over time and direction information froma vibratory gyroscope to match the current ve-hicle position on digital roadmaps using datafrom prerecorded media. The system plans routesto the driver’s destination and displays the routeson the map. Newer systems for Japan usuallyinclude a receiver for VICS broadcasts, addingthe status of congested roads to the map dis-play. The map scrolls as the car moves; a syn-thesized voice directs the driver to turn right orleft as needed to reach the destination.
The industry is moving toward supplement-ing basic navigation with an audio system, TVtuner, air-conditioner controls, electronic toll col-lection transceiver and cell phone. An integrateddisplay with multiple windows and display over-
ETC
Speedsensor
GPSantenna
VICSreceiver
Display
Car navigation unit
Map data media
Audio unit
TV tuner
Air conditioningcontrol
ECU
Cellular phone
CPUVibratorygyro
GPSreceiver
Displaycontroller
ROM
RAM
Interfacecircuitry
Disk drive
Fig. 1 Functional blocks of car-navigationsystems.
lay capabilities is needed to provide ready ac-cess to these information and control functions.
Developments at Mitsubishi ElectricOur first car-navigation project began in 1977with an electronic compass and a dead-reckon-ing navigation system. In 1985 we demonstrateda car-navigation system capable of receiving GPSsignals available from US military satellites. GPSfunctions have been an integral part of our com-mercial products since 1990 when we deliveredthe world’s first GPS capable systems to Japa-nese automakers.
Mitsubishi Electric introduced an originalroute-guidance system in 1995. A VICS receiverand ancillary functions were introduced the nextyear. In 1997, the company launched a new sys-tem with an innovative on-dashboard display inthe European and Japanese markets. Systems forthe United States debuted the following year.In 1999, the company introduced the industry’sfirst DVD-based system, using the large-capac-ity media to add audio and video entertainmentcapabilities.
We will now look at some of the key techni-cal innovations:
POSITION DETECTION ACCURACY. Detectingthe vehicle’s current position is the first and mostimportant task of a car-navigation system. Dis-
TECHNICAL R EPORTS
· 11September 2000
tance and direction-of-travel data are combinedto identify the current vehicle position. Error inthis determination can be corrected by a map-matching technique, or by using the absoluteposition determination available from a GPS re-ceiver.
ROUTE CALCULATION. Routes can be deter-mined using a mathematical algorithm to findthe shortest paths between points on a graphconsisting of nodes and links, however a flatgraphical representation of a map would requirean impracticably large database and involve anenormous number of calculations. We simpli-fied the problem by adopting a two-level maprepresentation in which lower the layer hasgreater detail. This approach simplifies the prob-lem, reducing both the amount of data requiredto represent the relevant parts of the road sys-tem and the computational cost of finding theshortest path.
Mitsubishi Electric’s 1995 car-navigation sys-tem implemented this approach using a 32-bitRISC processor, achieving the fastest route-cal-culating performance in the industry. We usedthe A* method to calculate the major routes tra-versed, then used the Dijkstra Method to per-form a search in all directions from the currentposition (Fig. 2).
A new area-to-area search algorithm in the1997 Model CU-5800 aftermarket car-navigationsystem achieved the fastest performance in acommercial CD-ROM based system: 9.9s to cal-culate a route between points in Tokyo andOsaka. The system’s map database contains pre-determined route data that reduces the volumeof memories by recognizing that the same ma-jor traffic arteries will be used for the vast ma-jority of starting point and destination pairs (Fig.3). With the help of this simpler approach, theproblem of finding a path from the current ve-hicle position to the destination can now besolved by traversing a tree graph with the cur-rent position as the trunk. Used in 1999 modelDVD-based systems, the technique halves thetime required to calculate routes between pointsin Tokyo and Osaka to 5.5s.
Detailed route searchnear destination
Traffic artery search
Omnidirectional searchat current location
Fig. 2 Route search using a two-level mapdatabase.
Fig. 3 Arteries for current area display (Osaka)
ROUTE GUIDANCE. Route guidance is anotheressential function of car-navigation systems–theprocess of communicating the selected route tothe driver as the journey advances. The user in-terface is especially important since excessivedemands on driver attention can adversely im-pact safety.
Designing the user interface to communicateroadway details to the driver at a glance requiresstrict attention to the information content andperception process.
Our research on perception led to choice of asketch-map presentation. Fig. 4 shows a sketch-map of an intersection. Cross street names areshown as roadsigns preceding the intersection.
TECHNICAL R EPORTS
Mitsubishi Electric ADVANCE12 ·
Fig. 5 shows a road sketch-map with labels show-ing turns and milestones. It is modeled after ahand-drawn map. Both types of map are gener-ated in realtime from data contained in the CD-ROM. The display-generation software isimplemented in a rule-based predicate logic lan-guage. The guide maps are generated by syn-thesizing various geographical attributes into aneasily digestible format.
Fig. 6 shows the sketch-map method appliedto generate intersection maps with a 3D per-spective. This capability has been available toJapanese automakers since 1998. This presen-tation, suggesting movement through the land-scape, shows each lane—indicating its direction(straight through or turning) and destination—along with intersection names and other land-marks.
TRAFFIC CONDITIONS. Drivers need to knowabout the flow of traffic around them. Data ontraffic conditions has been broadcast to urbandrivers in Japan since 1995 under the VICS sys-tem.
VICS delivers data via three transmissionmechanisms: FM multiplex broadcasting to dis-tribute data over a wide area, and roadside radioand optical beacons to communicate local haz-ard and warning information.
VICS can inform drivers of traffic congestion,closed lanes and reduced speed limits due toconstruction work or road hazards, travel timesand parking availability. VICS service areas arebeing expanded. Three types of display formatsare supported: text-only display, simple graph-ics, and superimposed over the navigation maps.Fig. 7 shows an example of this last type.
The company has been involved in early plan-ning and testing of VICS technology, and cannow deliver VICS-capable systems to car manu-facturers supporting all display formats. Top-endsystems superimpose VICS data over the guidemaps and are capable of dynamically updatingthe optimal route in response to traffic condi-tions.
The EU has launched Radio Data System Traf-fic Message Channel (RDS-TMC) services thatresemble Japan’s FM multiplex VICS broadcasts.
Fig. 4 Intersection sketch-map.
Fig. 5 Route sketch-map.
Fig. 6 Intersection sketch-map with 3Dperspective.
TECHNICAL R EPORTS
· 13September 2000
In 1997, we began delivering car-navigation sys-tems for Europe with RDS-TMC receivers. In1998, our European models incorporated dynamicroute updating based on congestion and lane-restriction data delivered by RDS-TMC. Fig. 8shows RDS-TMC data superimposed on a navi-gation map.
COMMUNICATIONS. Interactive communicationcapabilities are consistent with the information-intensive nature of car-navigation systems.Mitsubishi Electric has developed functions to al-low cars fitted with navigation systems to ex-change position information. The company hasalso developed fleet-management systems that al-low an office to monitor movements of a vehiclefleet.
The company is also developing products thatenable a car to communicate with a specializedinformation system or the Internet over tele-phone and cellular networks. Many kinds of in-formation services and content are being studied.Vigorous development is underway in overseasmarkets and Mitsubishi Electric plans to sup-port new information and communication mod-els on its navigation system platform.
SAFETY ENHANCEMENTS. Navigation-relateddata can contribute to improved safety. in 1995,we launched traction-control technology that usescurvature data to set a ceiling on the vehicle’sspeed through the turn. We have also introducedan audible warning system that alerts the driverto approaching curves or other hazards. Othermanufacturers are offering systems that controlthe vehicle’s automatic transmission.
Mitsubishi Electric conducts R&D on sensorsand control units for safety purposes at its HimejiWorks. Car-navigation systems can incorporatethese functions and contribute to safer transit.
Overseas MarketsDelays in assembling map databases and highproduct pricing has slowed introduction of car-navigation systems overseas. In 1998, salesreached 160,000 systems in Europe and 100,000in the United States. Growth is expected to ac-celerate. In 1997, Mitsubishi Electric became thefirst company to offer automakers car-naviga-tion systems for the European market with in-tegrated RDS-TMC functions.
Fig. 9 shows an on-dashboard car-navigationsystem for the US and European markets. A CD-ROM changer is used to support multiple mapdata discs. For Europe, RDS-TMC support forEuropean models enables the system to avoidcongested and blocked roads. Audible announce-ments can be made in any of eight languages.Signals are delivered from the vehicle’s ECU tothe navigation system over the CAN bus.
Fig. 10 shows the display of a car-navigationsystem with turn-by-turn guidance that waslaunched on the European market in 1998. Thesystem’s multipurpose display serves as an in-terface to the car audio system, air conditioning
Laneclosed
Congestion Parking availableReduced speed
(road construction)
Fig. 7 VICS data displayed over route map.
Stationary traffic(alternate symbol)
Trafficcongestion
Stationarytraffic
Slow traffic
Fig. 8 RDS-TMC display.
TECHNICAL R EPORTS
Mitsubishi Electric ADVANCE14 ·
Fig. 9 Car-navigation display for Europeanmarket.
Fig.10 A car-navigation system for Europe with amultipurpose information display.
Information center(Emergency call) Office Home Car dealer
Internet
Display
PC card
Handheld PCAudio/Air-conditioning
CD/DVD
Car status
GPS/Gyro
VICS
Cellular/PHS
Vehiclemultimedia
station
ETC
Fig. 11 Vehicle information station.
status, fuel economy, remaining travel distanceon the current tank and outside air temperature.
Future TrendsSupport for many of the additional functions in
the car-navigation system shown in Fig. 1 hasbeen realized, while processing performance nowcompares favorably with today’s personal com-puters. Car-navigation systems are well on theirway to becoming car-information stations.
Fig. 11 illustrates future possibilities of such car-information stations. Nearly all of these capabili-ties are ready for commercial debut. Multimediacapabilities are projected to utilize digital broad-casting and high-capacity DVD media. Systemswill be linked via cellular networks to special-purpose information centers or the Internet. Thesame multipurpose displays are being adapted forinformation and entertainment use by rear seatpassengers.
Car-navigation systems are emerging as a pri-mary platform to meet demand for vehicle-basedmultimedia information and entertainment ser-vices. The mobile nature and limited interiordimensions place special constraints on systemdesign, while offering the potential for safer, sim-pler and more entertaining travel.❑
TECHNICAL REPORTS
· 15September 2000
*Hiromitsu Kato is with theKamakura Works and Yuji Hirooka is with the Public-Use Systems Marketing Division.
by Hiromitsu Kato and Yuji Hirooka*
Electronic Toll-Collection Systems
Electronic Toll-Collecting (ETC) systems offer aconvenient, cashless toll payment system thatpromises to eliminate traffic stoppage at toll pla-zas—a principal cause of traffic congestion. Thesystem will also reduce toll-plaza operating costs.Toward these benefits, the Ministry of Construc-tion and four expressway public corporationshave been working to introduce ETC technol-ogy. The group initiated joint ETC research in1995 and, five years later, the first practical ETCsystem has opened in the Chiba prefectural areaincluding the East Kanto Expressway.
Mitsubishi Electric has developed the basictechnologies required for these systems. Thecompany participated in the initial joint re-search, and conducted tests of the various com-ponents of the system followed up by extensivetesting in actual toll-plaza facilities. The com-pany has developed a roadside-to-vehicle wire-
Card issuance and authentification center
Credit card companies
Vehicle transcievermanufacturers
ETC processing center
ETC network
Toll plaza office
IC card issuance terminal
Toll plaza
Headquarters office
Operations management system
Security system
Roadside system
Vehicle transceiver
Roadside equipment
Toll collection
Certificate issue,encryption key issue
Toll collection andsettlement
Toll settlement,negative list
Fig. 1 Electronic toll collection system.
less communication system, an encryption-basedsecurity model and all the equipment requiredfor ETC, ultimately applying these technologiesas complete ETC systems for the East Kanto Ex-pressway and other roads in Chiba Prefecture.This article introduces ETC systems. Fig. 1shows the general configuration of such a sys-tem.
GoalsGoals of Japan’s ETC development program in-clude: establishing nationwide standards, fastand accurate toll collection, security and privacyprotection and future expandability.
Benefits of introducing ETC systems includereducing traffic congestion, increasing trafficsafety, convenient cashless payment, and re-duced toll-plaza operating costs.
TECHNICAL REPORTS
Mitsubishi Electric ADVANCE16 ·
System ConfigurationETC systems have to support various toll sys-tems, including both open and closed systems.In open systems, the toll fee is paid at an entrytoll plaza. In closed systems, the toll fee is paidat an exit toll plaza with the charge based onthe distance driven between the entry plaza andthe exit plaza. Fig. 2 illustrates the configura-tion of a closed system.
The operations management system collects
Entrance
Host system
Toll-plaza office
Toll-kiosk server
Toll kiosk island configuration
Roadside antenna 2
Vehicle detector (S3)
IntercomToll display
Vehicle heightgauge
Roadside antenna 1
Toll gate displayVehiclesurveillancecamera
Vehicle detector (S4)
Lane serverVehicle detector (S2)
Vehicle detector (S1)
Axle counter
Barrier gate
Exit
Toll display Toll gate display
IntercomLane server
Barrier gate
Roadside antenna
Vehiclesurveillancecamera
Vehicle detector (S4)
Vehicle detector (S2)
Vehicle detector (S1)
Fig. 2 Example of system configuration.
and processes toll-collection data. The systemis installed at the toll-plaza office or expresswaycompany headquarters office. A central toll-settlement system is being planned for use byETC systems nationwide. When a car passesthrough the toll plaza, the toll server for thatlane transfers data for the transaction to a serverin the toll-plaza office. The server is linked to ahost at the central office.
The security model for ETC systems is real-
TECHNICAL REPORTS
· 17September 2000
ized by an IC-card issuing and authentificationauthority, and terminals that issue cards. Net-work-level security protects the entire system.Roadside-to-vehicle communication is en-crypted.
Roadside equipment installed at toll islandsfor ETC lanes at the toll plaza typically includesvehicle detectors, a toll display, a toll-gate dis-play, a roadside antenna, a barrier gate, a laneserver and a CCTV camera. The system mustallow traffic to flow smoothly while halting ir-regular vehicles such as those without IC cardsor transceivers. Traffic-directing displays may beinstalled on the roadway leading up to the tollplaza to facilitate smooth vehicle flow.
The roadside equipment communicates withthe vehicle transceiver to automatically collectthe toll. The Japanese ETC standard specifiesthat vehicle transceivers using active technol-ogy should incorporate an IC card system.
Roadside-to-Vehicle CommunicationsDedicated Short-Range Communications (DSRC)technologies are used to implement toll-collec-tion functions that can successfully process atransaction in the brief interval it takes for avehicle moving at speed to pass through a con-fined communication area. The system must rec-ognize each vehicle, apply the appropriate tollschedule, and complete an electronic payment
Table 1 Specifications of Wireless System for Road-to-Vehicle Communications
transaction without interference from wirelessequipment in adjoining lanes. System accep-tance requires that communication errors shallbe less than one in one million. Table 1 lists thewireless communication specifications of the sys-tem.
ROADSIDE WIRELESS EQUIPMENT. Fig. 3 showsthe appearance of the roadside antenna of thewireless communication equipment. A shapedbeam antenna with uniform coverage of the tar-get area and low sidelobe levels communicates
Fig. 3 Antenna of roadside equipment.
TECHNICAL REPORTS
Mitsubishi Electric ADVANCE18 ·
reliably with the target vehicle while avoidingcommunications with leading, trailing or adja-cent vehicles. The combination of planar trans-ceiver antenna with a coplanar feed systemwhich is installed upstream of the toll plaza iscompact and inexpensive. The approach an-tenna, which must give unform coverage of awider communication area, uses cosecant-squared beam shaping.
MODEM. Communications between roadside andvehicle take place over a confined area as thecar passes at speed, providing only a brief win-dow for the exchange of data. The communica-tions transaction must therefore be completedin a short burst. The preamble that synchronizesthe negotiation occupies just 16 bits.
The modem we developed to accomplish thistask uses discrete Fourier transforms for fast ac-quisition and stable operation of clock recoveryin order to suppress cycle slippage. In addition,the modem compensates for waveform distor-tion of the received signal caused by analog cir-cuits. These modem capabilities and the designof the clock sync preamble give the system a biterror rate of less than 10-5.
VEHICLE TRANSCEIVER. The vehicle transceivermust function as a friendly man-machine inter-
RF section
Receiverantenna
Transmitterantenna
MMIC
Splitter
Detector IC
PLLmodule
Digital processing section
ProtocolIC
Controlmicro-processor
SAM
Display
Buzzer
Buttons
RS232Cserial interface
IC card interface
Fig. 4 Block diagram of vehicle transceiver.
face in addition to retaining its wireless com-munication functions over a wide temperaturerange. Mitsubishi Electric has developed a com-pact ETC vehicle transceiver that meets theserequirements. Fig. 4 shows a block diagram andFig. 5 the unit’s appearance. The company hasdeveloped a microwave monolithic IC (MMIC)for the radio frequency circuits, a protocol IC tohandle digital processing, and an electrolumi-nescent panel capable of displaying icons andtext characters. Table 2 lists the unit’s perfor-mance data.
Fig. 5 Vehicle transceiver.
TECHNICAL REPORTS
· 19September 2000
The MMIC is a GaAs device that integrates amodulator, amplifiers and frequency converters.This device gives consistently high performancewhile at the same time its size is only one twen-tieth that of a conventional circuit. Field-effecttransistors with self-aligned gate (SAGFETs) usedat 2GHz have been modified to operate in the5.8GHz band at little additional cost.
ICs have been developed for the data-link layer:the modem, which uses Manchester encodingand non-return-zero conversion, and the clockregeneration control and PLL module controlfunctions.
The easy-to-read electroluminescent panel dis-plays six 5 x 7 dot characters and two icons.
Options include a voice-guidance unit thatcan be connected to the transceiver’s serial port.The transceiver can also be connected to a car
navigation system, allowing toll display on thenavigation screen.
Auxiliary Functions
POSITION DETECTION. Vehicle position detec-tion capabilities make possible free-flow tollplaza systems. In these plazas, ETC transactionscan be conducted without dividing the lanes, sothat cars can overtake or be between lanes whilepassing through. Mitsubishi Electric has usedthe direction of arrival (DOA) method to deter-mine vehicle position from signals emitted bythe vehicle transceiver. The vehicle position
Table 2 Specifications of Vehicle Transceiver Unit
Fig. 6 Vehicle position detection by direction-of-arrival (DOA) sensor.
DOA sensor Roadside antenna
Fig. 7 Installation example of DOA positiondetection system.
TECHNICAL REPORTS
Mitsubishi Electric ADVANCE20 ·
detector is designed to reside with the RF cir-cuitry in the roadside wireless equipment. Ve-hicle position can be detected within 0.5m inthe direction of vehicle travel, and within 0.5macross the lanes. Fig. 6 shows vehicle positiondetection using the DOA technique. Fig. 7 showsa typical installation of the roadside equipment.The position-finding capabilities can be used inconventionl separate-lane toll plazas as well.
IEEE1394 INTERFACE. Data-transfer demands onroadside terminal equipment are likely to in-crease. The IEEE1394 interface offers sufficientdata-transmission capabilities for future high-speed transfers while also supporting general-purpose packet communications. The companyhas developed a 400Mbps IEEE1394 interface.
ETC is part of the first wave of intelligent trans-portation systems to be put into practical use,and Mitsubishi Electric has been developing allthe basic technologies required for its implemen-tation. The company is putting these experi-ences to use in developing advanced-cruise-assisthighway systems and free-flow ETC systems. Ithas also been developing non-stop parking ga-rages, logistic management systems, and road-way information service systems. Vehicle trans-ceivers will be developed to meet the range ofDSRC applications at low cost.❑
TECHNICAL REPORTS
· 21September 2000
*Tetsuo Miyoshi is with Kamakura Works and Akira Horiguchi is with the Energy & Industrial Systems Center.
by Tetsuo Miyoshi and Akira Horiguchi*
Advanced Cruise-Assist HighwaySystems
Advanced cruise-assist highway systems (AHSs)are being developed to reduce the demands ofdriving, improve travel safety and efficiency, andlower the environmental impact of driving. TheAHS Research Association (AHSRA), establishedin September 1996 under the authorization ofthe Minister of Construction, is initiating de-velopment of AHS technology in the three ar-eas of information delivery systems (AHS-i),driving assistance (AHS-c), and automatic driv-ing (AHS-a), see Table 1.
Mitsubishi Electric has developed basic tech-nologies and products, and has conducted sys-tems development and consulting work for theAHS Research Association.
This report describes the AHS functions andconfiguration, the image-processing technologiesfor AHS implementations, and the informationservices potential of road-to-vehicle communi-cation.
Information collection system (existing)- Emergency phones- Highway patrol- Traffic flow measurements- Weather and earthquake measurements- Traffic monitoring
AHS-i roadside processing equipment(new)- Vehicle position information during travel- Traffic easing information- Roadway obstacle detection- Estimated arrival times
Information services- Traffic jams- Accident data- Conflagration information- Speed restrictions and lane closures- Parking availability- Estimated time of arrival- Destination weather- Speed slowdown during heavy rain- Road obstacle warnings- Tunnel conditions- Optimum route
New functions introduced for AHS-i
Processing for information collection and delivery
Special vehicles,management of hazardous substances
Road-surface conditiondatabase
Map informationmanagement
Roadway emergencyenvironment management
Disaster forecast
Roadway maintenanceadministration
Roadway wearpredictions
Information services (existing)- Electric signboards- Traffic info radio channel- Information terminals- VICS capable car-navigation systems- Radio rebroadcast
Fig. 1 Functions and configuration of a roadway management system supporting AHS-i.
Finally we discuss the partition of functional-ity between roadside and vehicle-mounted equip-ment, and how it impacts implementation of thecontrol functions of AHS-c and the automaticdriving functions of AHS-a.
ecivreSeman
tnetnocecivreS stifeneblaitnetoP
i-SHA)noitamrofni(
noitamrofnilatnemelppuSdnaserusolc,ciffarttuoba
daehadaorehtnosdrazah
foesaednaytefaStnemevorpmignivird
c-SHA)lortnoc(
secivrestroppusgnivirDotsnoitcadetimilgnidulcni
anihtiwelcihevehtdlohedisdaorsesu;enal
-elcihevdnaerutcurtsarfnisrosnesdetnuom
dnaytefasdevorpmIgnivirdfoesae
a-SHAdetamotua(
)esiurc
gnivirdcitamotuAseitilibapac
esae,ytefasdevorpmIelcihevdnagnivirdfo
ycneiciffenoitarepo
Table 1 AHS Stages and Services
TECHNICAL REPORTS
Mitsubishi Electric ADVANCE22 ·
Functions and Configuration of RoadwayManagement SystemThe functions and configuration required forroad-management systems to support AHS-i areshown in Fig. 1. Road-management systems willneed the following functions so that AHS-i road-side equipment can process information, suchas changing vehicle positions and the positionsof traffic jams, road-surface conditions, road ob-stacles and estimated time to destination, anddeliver this information to the roadway manage-ment authority to facilitate maintenance: - AHS information collection and delivery functions - Road shape database functions - Map information management functions - Functions for managing the road environment
near accident sites - Disaster warning functions - Road maintenance planning support and di-
saster preparedness functions - Functions for special vehicles such as emer-
gency vehicles and vehicles loaded with haz-ardous substances
By adding these functions to the informationprocessing system, the content of existing in-formation delivery systems can be expanded andinformation can be delivered to new AHS-i ca-pable vehicle transceivers.
Center
Roadside equipment network and backbone networks
Camera Roadside processing equipment
Image processingbased sensing
Information serviceselection processing
Hostcommunications
Road-to-vehicletransceiver
Electric signboard
Road-to-vehiclecommunications
antenna
Fig. 2 Roadside processing system for AHS-i.
AHS-i Roadside Processing EquipmentImplementing AHS-i will require functions capableof sensing vehicle positions and environments, in-cluding other vehicles, obstacles and road-surfaceconditions, functions for generating guidance fromroad-environment data, and road-to-vehicle com-munication and other roadside infrastructure. In-formation on weather conditions and road-laneconfiguration must also be taken into consider-ation.
AHS-i ROADSIDE PROCESSING EQUIPMENT. Asshown in Fig. 2, this equipment consists of animage-processing subsystem that can observetraffic and detect obstacles on the road surfaceand a transceiver for communicating withvehicles. It may also include subsystems for se-lecting information services and for communi-cating with a higher-level host.
IMAGE-PROCESSING SUBSYSTEM. This subsystemwill use image processing to detect road obstaclesand other vehicles, and to observe traffic. Tech-niques will be needed to maintain performance atall times under varying weather conditions andsunlight illumination levels. Realtime measure-ments of vehicle position and speed and the posi-tion of roadway obstacles will also be required.
Mitsubishi Electric has developed a methodto detect the presence of vehicles or objects onthe roadway by identifying differences betweenvehicle and background and using them to ex-tract the desired objects. This technology hasbeen commercialized as high-speed image-pro-cessing equipment.
An image-processor board uses a high-speeddigital signal processor (DSP) to deliver realtimeprocessing capabilities. The algorithms are imple-mented in software, allowing future modifica-tion. The texture background difference methodis used to implement a system that can analyzeboth visible and infrared images and is robustunder weather effects and varying illuminationand background patterns. The system can de-tect vehicles and road obstacles.
The functions required to implement imageprocessing-based sensing functions of AHS-i in-clude the following:
TECHNICAL REPORTS
· 23September 2000
- Stopped and slow-moving vehicle detection - Detection of high-speed and oncoming
vehicles - Detection of road obstacles - Traffic jam detection - Motorcycle, bicycle and pedestrian
detection - Detection of lane deviation and other
unusual conditionsMitsubishi Electric is implementing these
functions aiming at round-the-clock capabilitiesunder all-weather conditions (Table 2.)
Road-to-Vehicle CommunicationsRoad-to-vehicle communications will enablebidirectional data exchange between AHS-i road-side systems and moving vehicles. Fig. 3 sum-marizes the system. The following technicalissues need to be addressed.
Wireless service areas�typically several hun-dred meters along the roadway�will be config-ured as multiple zones. High-speed handover will
Table 2 Functions and Performance forImplementing AHS-i Roadside ProcessingEquipment
Wireless zone 2
Antenna 1
Antenna 2
Wireless zone 1
Fig. 3 Road-to-vehicle communication system.
be necessary so that successive vehicles enteringthe service area can be recognized and passed offfrom zone to zone.
These requirements are significantly differentfrom ETC or VICS services which have a spotcoverage pattern.
The same high transmission quality must bemaintained for all vehicles passing each wire-less zone, some of which may be traveling athigh speed. The system must be designed to re-sist fading and shadowing effects. The systemmust also maintain efficient use of wireless fre-quencies.
Popularization of AHS-i will depend on a uni-fied system specification in the domestic Japa-nese market and later in the global market.Mitsubishi Electric has extensive experience inmobile phones for vehicle and handheld use, aswell as in practical ETC systems. These make astrong foundation for system studies and tech-nology development for AHS-i.
Roadside Equipment NetworksThe roadside equipment may also support otherITS systems such as VICS and ETC along withAHS-i. Sufficiently high bandwidth will beneeded to support these services and the antici-pated multimedia communications.
AHS-i will require first and foremost that thenetwork offer realtime performance so that thesystem can deliver timely warnings of roadwayobstructions and other hazards. The equipmentwill probably include monitoring cameras andbase stations for road-to-vehicle communica-tions. Interface specifications should support thisdiversity.
TECHNICAL REPORTS
Mitsubishi Electric ADVANCE24 ·
Mitsubishi Electric is commercializingMELNET-R155 Series 155Mbps direct multi-plexed SDH network equipment (Table 3.) TheMitsubishi RTnet 150 Series meets needs forATM products.
Partitioning System Functions BetweenRoadside and Vehicle EquipmentCoordination between the roadside communi-cations infrastructure and passing vehicles is thebasis for improving safety, efficiency and envi-ronmental quality of road transport. Consider-ations affecting the partitioning of functionsbetween roadside equipment and vehicles in-clude cost, reliability, expandibility and ease ofoperation. The article discusses functional con-siderations. Functions difficult to implement invehicle equipment that can be efficiently pro-cessed by roadside equipment include wide-areafunctions, and functions shared by or involvingmultiple vehicles. Functions efficiently handledindependently by vehicles include functions re-quiring rapid processing, functions that can beperformed by the vehicle autonomously, andfunctions only useful for an independent vehicle.
Here we examine the partitioning of recogni-tion, decision-making, operation, and controlfunctions between vehicle and roadside equip-ment.
RECOGNITION. The vehicle can determine itsown position, intervehicle spacing and monitor-ing for side views. The roadside equipment mustobserve items difficult for a vehicle to determineindependently, such as road obstacles hiddenfrom the driver�s view, information on trafficjams, closed lanes, roadway construction, andpositions of vehicles without AHS-i.
DECISIONS. Functions that are difficult to imple-ment in vehicle electronics are assigned to road-side equipment. These include speed decisionsfor a vehicle to stop cooperating with a group ofvehicles, predicting behavior of road obstacles,and identifying obstacles. Functions that can beassigned to the vehicles include automatic lane-tracking decisions, emergency stop decisions,and �speeding� warnings.
Table 3 Major specifications of MELNET-R155SDH Networks
OPERATION AND CONTROL. In general, controldecisions must be made quickly, so most are as-signed to the vehicle. Roadside functions includedelivery of control commands for grouped ve-hicles, instructions for cooperative vehicle con-trol decisions.
This partitioning of functions is likely tochange as AHS evolves from AHS-i (informationdelivery) to AHS-c (driving control assistance).The accuracy of recognition functions differs be-tween AHS-i and AHS-c, although the divisionof functions between road and vehicle equip-ment is substantially identical. Further changesto this partitioning scheme are conceivable.Under AHS-i, decision and command functionsare left to the driver based on information sup-plied. However, under AHS-c, roadside equip-ment plays a larger role, making decisions tocoordinate emergency decelerating or stoppingof vehicles and contributing to efficiency ben-efits through traffic planning.
TECHNICAL REPORTS
· 25September 2000
Instructions for the spacing between vehiclesare delivered by the roadside equipment basedon macroscopic considerations, while it is up tothe vehicles to set speed and vehicle spacingcontrol operations based on these instructions.Mitsubishi Electric is working on the recogni-tion, decision-making and control capabilities ofroadside equipment using ITS simulations.
Mitsubishi Electric is committed to developingadvanced technologies for implementing AHS-i, AHS-c and AHS-a according to AHSRA�s de-velopment policy.❑
TECHNICAL REPORTS
Mitsubishi Electric ADVANCE26 ·
*Hiroyuki Kumazawa is with the Industrial Electronics & Systems Laboratory and Masayuki Oishi is with the ITSBusiness Development Group.
by Hiroyuki Kumazawa and Masayuki Oishi*
Simulation Environment for IntelligentTransport Systems
Intelligent transport systems (ITSs) seek to co-ordinate the functioning of cars, drivers and road-way. Evaluating their usefulness requires theability to determine the influence each of thesefactors has on the others. Simulation tools havealready been developed to model traffic flowcharacteristics (road-traffic simulation), analyzebehavior of individual vehicles (vehicle-dynam-ics simulation) and simulate the roadway envi-ronments (road-environment simulation.)
These tools, illustrated in Fig. 1, treat limitedaspects of traffic behavior. For example, a driv-ing simulator involves the combination of road-traffic simulation and road-environmentsimulation. Driver-car interactions, car-roadwayinteractions, the influence of the road environ-ment on the driver, and the interaction of driverand roadway through the vehicle dynamics simu-lation can similarly be known. However, priorsimulations have neglected to evaluate the in-teractions between vehicles sharing the road andthe potential of information technology on clari-fying these dynamics.
We aim to perform these simulations and in-tegrate them in realtime so that test drivers canparticipate in the simulation with an immediacycomparable to actual driving. This article reportson the configuration of ITS simulators, theirtechnical features, and typical simulation re-sults.
ConfigurationIn the integrated simulation system proposedhere, a simulation controller manages the threesimulations listed above. Information is deliv-ered to the user via a multifunction ITS termi-nal. These functional blocks operate indepen-dently in a distributed computing model thatsupports realtime simulation. The driving expe-rience is reproduced using three 120-inch pro-jection monitors surrounding a driver�s seatequipped with a steering wheel, accelerator andbrake pedals that receive driver inputs.
ROAD-TRAFFIC SIMULATION. This is a micro-scopic traffic-flow simulator based on an autono-mous vehicle model. This autonomous vehiclemodel has two components: one models driverdecisions and the other models vehicle motionusing speed and position data based on vehicleoperating characteristics. Within this model, carscan be driven independently along the roadwaynetwork under widely varying traffic conditions.The simulation can also accept data from driver-operated vehicles modeled through the vehicledynamics simulation, allowing it to reflect theeffects of manually driven vehicles on traffic con-ditions.
VEHICLE-DYNAMICS SIMULATION. Steeringwheel angle, brake pressure and throttle posi-tion serve as control inputs for modeling vehiclemovement. The simulation represent vehicle dy-namics with mechanical, control and drive mod-els. The simulation supports nine degrees offreedom: three degrees of freedom in vehiclemovement over a flat roadway, four degrees offreedom in wheel rotation and two degrees offreedom in engine acceleration delay and rota-tion speed.
ROAD-ENVIRONMENT SIMULATION. This simu-lation renders a 3D driver�s view of the roadwayenvironment and vehicle traffic movements onmultiple large screens. It begins with a particu-lar roadway environment, adding in traffic con-ditions from the road traffic simulation, andvehicle movement data from the vehicle dynam-ics simulation. Data from actual freeways and
TECHNICAL REPORTS
· 27September 2000
their surrounding geography are used to makethe simulation as realistic as possible. The simu-lation can also include weather effects such asfog and icy roads. The simulation detects ve-hicle collisions, which are represented throughsound effects and through changes in front wind-shield and rearview mirror views.
SIMULATION CONTROLLER. The time intervaland type of data differ among the simulations.The road-traffic simulation data is expressed intwo dimensions whereas the vehicle-dynamicssimulation and road-environment simulation areconducted in three dimensions. The simulationcontroller maintains synchronization of thesimulations based on the timing of the data con-version and display subsystems so that the road-way traffic and vehicle dynamics data can acton each other to yield a 3D computer-graphicrepresentation of the driver�s experience.
MULTIFUNCTION TERMINAL FOR ITS APPLICA-TIONS. This terminal software runs on navigationsystems for the Windows 95/98/NT platform. Inaddition to the normal navigation functions, itserves as a testbed to investigate information-delivery timing and how to provide drivers withinformation for an advanced cruise-assist function.Potential information offerings include recom-mended speed and vehicle spacing, accident data,weather updates and road-surface conditions. Vi-sual and auditory data presentations are provided.
Technical Innovations
SIMULATION DATABASE. The simulations arerun against a background of common roadwayinformation that remains constant. The roadway-traffic simulation uses data describing the road-way network. The vehicle-dynamics simulationrequires description of road structure, such asgradients and surface conditions. The roadway-environment simulation needs a 3D data setdescribing the nearby geographical and archi-tectural features.
We have considered several approaches toimplementing this database. One is to build aseparate database for each simulation. Execu-
tion is fast because each simulation has readyaccess to the data it needs, however keepingthe databases consistent increases maintenancecosts.
A second approach is to use a common data-base for all the simulations. This lowers the costof maintaining the database, but simulation ex-ecution slows due to the computational costsassociated with data conversion. We adopted thefirst approach to meet our primary purpose ofreal-time execution.
SYNCHRONIZATION. Synchronization of thesimulators� data streams is a design issue be-cause the driver�s view is generated through thecoordinated activity of several simulations. Dur-ing the simulation, the roadway-traffic and ve-hicle-dynamics simulators operating at differenttime increments deliver their results to the simu-lation controller. The controller passes vehiclelocation information to the road-traffic simula-tor, enabling it to recognize a manually pilotedvehicle.
Execution increments are 100ms for the road-traffic simulation, 1~3ms for the vehicle-dynam-ics simulation, and 30ms for the road-environ-ment simulation. To synchronize these varyingtime increments, the road-environment simula-tion communicates the display timing for eachframe to the simulation controller, which usesthis signal to initiate data transmission for thenext frame to the road-environment simulation.The simulation data needed at a particular in-stant for a display frame is derived by interpolat-ing simulation data between increments, or bya process described as �dead reckoning.� Theroad environment simulation receives this dataand displays it with 3D perspective synchronizedwith the frame display clock.
IMPLEMENTING AHS-i SERVICES. The ITS simu-lator can support information services such asAHS-i, which offers speed and following distancerecommendations to maintain safe travel. Wepropose this AHS-i system based on the high-safety models developed for managing rail sys-tems. Delivering this data to the driver cancontribute to a safer journey. The minimum safe
TECHNICAL REPORTS
Mitsubishi Electric ADVANCE28 ·
following distance Ls is defined as the distancethat will allow the driver sufficient time to re-spond to sudden braking by the vehicle he orshe is following. We define Vr as the velocityrecommended to maintain the safe following dis-tance. Assuming equal deceleration by the twovehicles, Ls and Vr are given by the the follow-ing equations:
Ls= Vf (Vf +τ ) - Vi
2+ d........................... (Eq. 1)
βn 2βe
Vr = βnτ + [(βnτ)2 + 2βnτ (L + Vi2
- d)]1/2
.. (Eq. 2)2βe
where V1 is the preceding car�s velocity in m/s,Vf is the following car�s velocity in m/s, βe is theemergency braking deceleration in m/s2, and βn
is the maximum normal braking deceleration,also in m/s2, τ is the delay time in seconds, andd is the minimum following distance. Fig. 2shows minimum safe following distances (nega-tive values correspond to zero).
Sample SimulationFig. 3 shows the first of our examples, when thepiloted vehicle blocks the progress of the carfollowing behind. The roadway traffic simula-
200
150
100
50
0
-50
-100
200
150
100
50
0
-50
-100
160140120
100806040 20 0 20 4060 80100
120140160
Rear vehicle speed (km/h)
Minimum safe following distance (m)
Front vehicle speed (km/h)
200
150
100
50
-50
-100
0
Fig. 2 Minimum safe following distances.
Fig. 3 Simulation of a driver obstructing thevehicle behind him.
Fig. 4 AHS-i safety-enhancement display.
Fig. 5 AHS-a automatic driving display.
tion recognizes the behavior of the piloted ve-hicle, and indicates the the car movement willaffect nearby vehicles. Fig. 4 shows how AHS-iinformation services delivered from a roadsideradio beacon would inform the driver of icy roadconditions via display on the multifunction ter-minal. Fig. 5 shows simulation of AHS-a, an au-tomated safe-driving support system thatmaintains the car in a safe direction of travelthrough dense fog assisted by the roadside infra-structure.
We have described an ITS simulator that can beused to design and evaluate large-scale ITS sys-tems. The authors hope that these simulationtools will contribute to wider application of ITStechnologies. We are continuing to develop thesesimulations with an emphasis on practical sys-tem design and new theories of intelligent road-way infrastructure. ❑
TECHNICAL REPORTS
· 29September 2000
*Shigenori Kino is with Information Technology R&D Center and Yoshitaka Ogawa with Information Systems Engineer-ing Center.
by Shigenori Kino and Yoshitaka Ogawa*
MELBA Enterprise Application IntegrationSoftware Using Agent Technology
This article introduces MELBA, MitsubishiElectric�s enterprise application integration sup-port software for linking business software sys-tems over networks. MELBA stands for �multienterprise links by agents.�
BackgroundFig. 1 illustrates the conventional implementa-tion of a customer service support application.Company A contracts its electronic equipmentrepair and maintenance to Company B. Using abusiness application from Company X, CompanyA manages data for each piece of equipmentincluding installation site and service contractdates.
Company B has many clients like Company Athat outsource their maintenance and repairservices. Company B uses business applicationsoftware from Company Y to manage work or-ders, maintenance contracts, repair histories,and part and tool data. Both Company A and
Company A originates maintenanceand repair service orders
Electronic equipmentmanagement office
INPUT
Enterprise LAN
Input terminalEnterprise application
software package(Vendor X)
Database
Public switched telephone network
Company B delivers maintenanceand repair services
Maintenance andrepair divisionadministration
RE-INPUT
Enterprise LAN
Input terminal
Enterprise applicationsoftware package
(Vendor Y)
Database
Fig. 1 Customer service support system with conventional implementation.
Company B use a type of business applicationsoftware package called Enterprise ResourcePlanning (ERP) that improves the efficiency ofthe company�s clerical and administrative op-erations.
These packages generally define a number ofviews at the top level of the database schema,perform processing functions according topreprogrammed rules in support of clerical op-erations and analyze data generated by thesetransactions to generate reports that can informmanagement decisions.
Due to the complexity of the different dataviews, simple file transfers are insufficient toeffectively integrate the data of two companieseach using two separate business applications.
Almost all companies that introduce a busi-ness application package customize it to reflectdetails of their particular enterprise. This meansthat two companies even using the same solu-tion may discover differences in their data that
TECHNICAL REPORTS
Mitsubishi Electric ADVANCE30 ·
are difficult to bridge. Further, every companyhas information it would prefer to keep private,such as its list of clients and the discounts itgives to some of them. So there needs to be away to determine what information is appropri-ate to exchange with which business partner.
Key TechnologiesIntegrated enterprise applications must satisfythe following conditions:1. Minimal communication costs2. Maintaining the privacy of enterprise infor-
mation3. Standardized mechanism for exchanging
data between enterprise software systemsincluding existing and legacy systems
4. Common software resources so that custo-mization effort and cost is minimal
The first two conditions can be met by usingencrypted, authenticated tunnels over the Inter-net to accomplish the data transfers, with fire-
walls and other technologies achieving satisfac-tory security at a reasonable cost.
The popularity of XML (extensible markup lan-guage) and related technologies suggests this as alikely standard for enterprise data exchange, thethird condition. Enterprise applications are typi-cally customized to reflect the work flow and busi-ness rules and procedures of a particular companytherefore, at a minimum, software componentswill have to be developed for various types ofenterprises and for various product or service cat-egories. This raises the cost of integrated applica-tions, and is a key reason for slow adoption ofintegrated enterprise application software. Thepopularity of enterprise resource planning (ERP)for supply chain management (SCM) also suggeststhat there is a need to integrate systems acrossenterprise boundaries.
Software components developed for particulartypes of businesses can help reduce the customdevelopment costs associated with implement-
Internet
MONITORING REMOTE EXECUTION
Company A originatesmaintenance andrepair service orders
Agents
Enterprise LAN
Input terminalEnterprise application
software package(Vendor X)
Database
Mobile agents
Company B deliversmaintenance andrepair services
Agents
Enterprise LAN
Input terminalEnterprise application
software package(Vendor Y)
Database
Fig. 2 Enterprise application integration using agent technology.
TECHNICAL REPORTS
· 31September 2000
ing EAI, satisfying the fourth condition.
MELBA: Using Agent Technology to MediateEAIThe integration capabilities of MELBA reducethe software development required to meet therequirements of various tasks and enterprises.We investigated conventional approaches tocoordinating enterprise applications, then devel-oped a series of agents to accomplish tasks pre-viously performed manually. Fig. 2 illustratesthis integration strategy.
We will now consider the task of integratingthe enterprise software of Company A, which isrequesting a service, and Company B, which isproviding it. The transactions performed byagents on behalf of their respective owners in-clude the following steps: - Generating the order from Company A to
Company B - Detecting that an order is pending and de-
ConcordiaServer
MELBA Bridge
MELBA Broker
Applicationplug-in
Helpdeskapplication
ConcordiaServer
MELBA Bridge
MELBA Broker
Applicationplug-in
Field serviceapplication
Company A Company B
Codegeneration
tools
InternetMELBA
Multi-Enterprise Links By Agents
Mobile agent
Fig. 3 System configuration under MELBA.
termining the transaction partners (Compa-nies A and B)
- Selecting data items for transmission - Converting data supplied by Company A to
a common format - Transferring data using authentification and
encryption - Converting the data to Company B format - Checking input rules and executing inputs
MELBA ConfigurationFig. 3 shows the MELBA software configurationfor Company A running helpdesk applicationfrom Vendor X and Company B running a fieldservice application from Vendor Y. Access inter-faces for each enterprise application are deliv-ered as application plug-ins. The Concordiaserver is a mobile agent execution and manage-ment environment developed by Mitsubishi Elec-tric that runs on a Java virtual machine. MELBABridge provides the interface between Concordia
TECHNICAL REPORTS
Mitsubishi Electric ADVANCE32 ·
MELBA architecture
Broker operatingenvironment
Business rule description
Codegeneration
tools
Business flow template
Herm (language)for business rule definition
Herm GUI tool
Application
Applicationplug-in
MELBABroker
Concordiaserver &
MELBA Bridge
Business rule
DTD for XML
Translation table
Network
Agent
Fig. 4 MELBA architecture and code generation tools.
and MELBA Broker. MELBA Broker determinespermissible data access procedures based on pri-ority, order of access and other parameters, andsupplies a plug-in�a mobile agent�that readsand writes enterprise data and converts databetween the application�s native format and acommon format used for transmission. An agentresiding in the MELBA Broker must be preparedfor each user and application.
Mitsubishi Electric has developed both theMELBA Broker program code and code genera-tion tools that produce the access rules and dataconversion rules. This approach offers clients theability to implement a MELBA Broker with mini-mum software development. Fig. 4 illustrates thecode generation tools.
The MELBA Broker executable program worksin association with business rule definitions,including exception processing and conversionprocedures, data conversion rule definitions anddata definition tables (DDTs) for converting toXML. Mitsubishi Electric has defined Herm, anintermediate language for system developersthat provides a uniform environment for gener-ating code for the rules and agent processingcode. Once the MELBA Broker is specified inHerm, the Herm compiler can automaticallycreate the MELBA Broker executable linked withthe appropriate rule definitions.
The company is also developing a GUI toolthat enables developers to build systems by en-tering EAI specifications on the screen. This willnot require Herm programming.❑
Country Address TelephoneU.S.A. Mitsubishi Electric America, Inc. 5665 Plaza Drive, P.O. Box 6007, Cypress, California 90630-0007 714-220-2500
Mitsubishi Electric America, Inc. Sunnyvale Office 1050 East Arques Avenue, Sunnyvale, California 94086 408-731-3973Mitsubishi Electronics America, Inc. 5665 Plaza Drive, P.O. Box 6007, Cypress, California 90630-0007 714-220-2500Mitsubishi Consumer Electronics America, Inc. 9351, Jeronimo Road, Irvine, California 92618 949-465-6000Mitsubishi Semiconductor America, Inc. Three Diamond Lane, Durham, North Carolina 27704 919-479-3333Mitsubishi Electric Power Products Inc. 512 Keystone Drive, Warrendale, Pennsylvania 15086 724-772-2555Mitsubishi Electric Automotive America, Inc. 4773 Bethany Road, Mason, Ohio 45040 513-398-2220Astronet Corporation 3805 Crestwood Parkway Suite 400 Duluth, Georgia 30096 770-638-2000Powerex, Inc. Hills Street, Youngwood, Pennsylvania 15697 724-925-7272Mitsubishi Electric Information Technology Center America , Inc. 201 Broadway, Cambridge, Massachusetts 02139 617-621-7500
Canada Mitsubishi Electric Sales Canada Inc. 4299 14th Avenue, Markham, Ontario L3R 0J2 905-475-7728
Mexico Melco de Mexico S.A. de C.V. Mariano Escobedo No. 69,Tlalnepantla, Edo. de Mexico Apartado 5-565-4925Postal No.417, Tlalnepantla
Brazil Melco do Brazil, Com. e Rep. Ltda. Av. Rio Branco, 123, S/1504-Centro, Rio de Janeiro, RJ CEP 20040-005 21-221-8343Melco-TEC Rep. Com. e Assessoria Tecnica Ltda. Av. Rio Branco, 123, S/1507, Rio de Janeiro, RJ CEP 20040-005 21-221-8343
Argentina Melco Argentina S.A. Florida 890-20-Piso, Buenos Aires 1-311-4801
Colombia Melco de Colombia Ltda. Calle 35 No. 7-25, P.12 A. A. 29653 Santafe de Bogota, D.C. 1-287-9277
U.K. Mitsubishi Electric U.K. Ltd. Livingston Factory Houston Industrial Estate, Livingston, West Lothian, EH54 5DJ, Scotland 1506-437444Apricot Computers Ltd. 3500 Parkside, Birmingham Business Park, Birmingham, B37 7YS, England 121-717-7171Mitsubishi Electric Europe B.V. Corporate Office Centre Point (18th Floor), 103 New Oxford Street, London, WC1A 1EB 171-379-7160
France Mitsubishi Electric France S.A. Bretagne Factory Le Piquet 35370, Etrelles 2-99-75-71-00
The Netherlands Mitsubishi Electric Netherlands B.V. 3rd Floor, Parnassustoren, Locatellikade 1, 1076 AZ, Amsterdam 020-6790094
Belgium Mitsubishi Electric Europe B.V. Brussels Office Avenue Louise 125, Box 6, 1050 Brussels 2-534-3210
Germany Mitsubishi Electric Europe B.V. German Branch Gothaer Strasse 8, 40880 Ratingen 2102-4860Mitsubishi Semiconductor Europe GmbH Konrad-Zuse-Strasse 1, D-52477 Alsdorf 2404-990
Spain Mitsubishi Electric Europe B.V. Spanish Branch Polígono Industrial “Can Magí”, Calle Joan Buscallà 2-4, Apartado de Correos 3-565-3131420, 08190 Sant Cugat del Vallês, Barcelona
Italy Mitsubishi Electric Europe B.V. Italian Branch Centro Direzionale Colleoni, Palazzo Persero-Ingresso 2, Via Paracelso 12, 39-6053120041 Agrate Brianza
China Mitsubishi Electric (China) Co., Ltd. Room No. 1609 Scite Building (Noble Tower), Jianguo Menwai Street, Beijing 10-6512-3222Mitsubishi Electric (China) Co., Ltd. Shanghai Office 39th Floor, Shanghai Senmao International Building, 101, Yincheng Road (E), 21-6841-5300
Hong Kong Mitsubishi Electric (H.K.) Ltd. 41st Floor, Manulife Tower, 169 Electric Road, North Point 2510-0555Ryoden (Holdings) Ltd. 10th Floor, Manulife Tower, 169 Electric Road, North Point 2887-8870Ryoden Merchandising Co., Ltd. 32nd Floor, Manulife Tower, 169 Electric Road, North Point 2510-0777
Korea KEFICO Corporation 410, Dangjung-Dong, Kunpo, Kyunggi-Do 343-51-1403
Taiwan Mitsubishi Electric Taiwan Co., Ltd. 11th Floor, 88 Sec. 6, Chung Shan N. Road, Taipei 2-2835-3030Shihlin Electric & Engineering Corp. 75, Sec. 6, Chung Shan N. Road, Taipei 2-2834-2662China Ryoden Co., Ltd. Chung-Ling Bldg., No. 363, Sec. 2, Fu-Hsing S. Road, Taipei 2-2733-3424
Singapore Mitsubishi Electric Singapore Pte. Ltd. 152, Beach Road, #11-06/08, Gateway East, Singapore 189721 295-5055Mitsubishi Electric Sales Singapore Pte. Ltd. 307, Alexandra Road, #05-01/02, Mitsubishi Electric Building, Singapore 159943 473-2308Mitsubishi Electronics Manufacturing Singapore Pte. Ltd. 3000, Marsiling Road, Singapore 739108 269-9711Mitsubishi Electric Asia Co-ordination Centre 307, Alexandra Road, #02-02, Mitsubishi Electric Building, Singapore 159943 479-9100
Malaysia Mitsubishi Electric (Malaysia) Sdn. Bhd. Plo 32, Kawasan Perindustrian Senai, 81400 Senai, Johor Daruel Takzim 7-5996060Antah Melco Sales & Services Sdn. Bhd. No.6 Jalan 13/6, P.O. Box 1036, 46860 Petaling Jaya, Selangor, Daruel Ehsan 3-755-2088Ryoden (Malaysia) Sdn. Bhd. No. 14 Jalan 19/1, 46300 Petaling Jaya Selongar Daruel Ehsam 3-755-3277
Thailand Kang Yong Watana Co., Ltd. 28 Krungthep Kreetha Road, Huamark, Bangkapi, Bangkok 10240 2-731-6841Kang Yong Electric Public Co., Ltd. 67 Moo 11, Bangna-Trad Road KM. 20, Bangplee, Samutprakarn 10540 2-337-2431Melco Manufacturing (Thailand) Co., Ltd. 86 Moo 4, Bangna-Trad Road KM. 23, Bangsaothong, Samutprakarn 10540 2-312-8350~3Mitsubishi Elevator Asia Co., Ltd. 700/86~92, Amata Nakorn Industrial Estate Park2, Moo 6, Bangna-Trad Road, 38-213-170
Tambon Don Hua Roh, Muang District, ChonburiMitsubishi Electric Asia Coordination Center 17th Floor, Bangna Tower, 2/3 Moo 14, Bangna-Trad Highway 6.5 Km, 2-312-0155~7(Thailand) Bangkawe, Bang Plee, Samutprakarn 10540
Philippines International Elevator & Equipment, Inc. K.m. 23 West Service Road, South Superhighway, Cupang, Muntinlupa, 2-842-3161~5Metro Manila
Australia Mitsubishi Electric Australia Pty. Ltd. 348 Victoria Road, Rydalmere, N.S.W. 2116 2-9684-7777
New Zealand Melco New Zealand Ltd. 1 Parliament St., Lower Hutt, Wellington 4-560-9100
Representatives
Korea Mitsubishi Electric Corp. Seoul Office Daehan Kyoyuk Insurance Bldg., Room No. 2205, #1,1-ka, Chongno-ku, Seoul 2-732-1531~2
India Mitsubishi Electric Corp. New Delhi Liaison Office Dr. Gopal Das Bhawan (8th Floor), 28 Barakhamba Road, New Delhi 110001 11-335-2343
Viet Nam Mitsubishi Electric Corp. Ho Chi Minh City Office 18th Floor, Sun Wah Tower, 115 Nguyen Hue Street, District 1, 8-821-9038Ho Chin Minh City
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