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1. INTRODUCTION
For intelligent transport systems, car communication systems, of which car navigation is
a typical example, are demanded to process advanced multimedia information and
communication functions for implementing various information services, such as providing
traffic information by means of the VICS (vehicle information and communication system)
service, providing tips about points of interests by means of Internet communication, distributing
music and video data by means of digital broadcasting, emergency call service, and !C
(electronic toll collection) service" In response to those demands for I!S car information
systems, #itachi, $td" has ta%en up the challenge of developing, in addition to car
communication technology, technology for cooperation between car navigation and multimedia
communication systems via Internet, technology for highly reliable car communication,
technology for highly&reliable electronic toll collection on&board e'uipment () in a vehicleenvironment, and human interface technology for in&vehicle use, such as voice recognition
technology with excellent noise tolerance characteristics that enables use in noisy vehicles, etc"
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2. COMPLETE SYSTEM
ARCHIETECTURE
+ car communication system is an information processing system that is installed in a
vehicle for providing various types of information services to the driver through the exchange of information between systems inside and outside the vehicle via telecommunication and
broadcasting" !he car navigation system, which is representative of these systems, calculates the
vehicles location using -S (global positioning system) and displays that location onto
electronic maps, and guides the driver to the destination" +lso, the VICS (vehicle information
and communication system) service for providing traffic information by means of
telecommunication or broadcasting has been developed to a practical stage and is being
introduced into car navigation systems"
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Fig.1.Complete ca comm!"icatio" #$#tem
!his system, which allows charging of highway tolls by communication between the toll
collection facility and the vehicle, is also expected to come into wide use" In future, we believe
that this system will develop toward a car communication system for the advanced processing of
information from inside and outside the vehicle, such as multimedia communication processing
functions for receiving points of interest information through communication with the Internet
and other such open systems outside the vehicle, downloading and doing the playbac% of music
and video data through high&speed data communication and digital broadcasting and vehicle
control cooperation processing functions for informing the driver of vehicle conditions and
ma%ing the emergency call automatically in cooperation with vehicle control systems, and so on"
#ere, we describe a basic configuration of the car communication system and its %ey
component of a highly&reliable car communication system that achieves compatibility of
multimedia communication processing, which re'uires open connectivity, and vehicle control
cooperation processing, which re'uires high reliability" /e also describe the !C terminal,
which has been one of the hot topics, and voice recognition technology that features excellenttolerance of noise, which is expected to serve as a means of comfortable system operation in the
vehicle car communication is an information processing e'uipment that is installed in a vehicle
and serves as a %ey component of the complete system" It consists of a C-0, a display and other
user interface devices, and has communication interfaces with other in&vehicle devices" !his car
communication is implemented at low cost as a single 12 bit -ower 3ac processor that has both
the open connectivity capability and the highly reliable real&time processing capability"
%. THE CAR COMMUNICATION
INTERFACES
!he basic interfacing of the I!S car communicating system and its car communication
are shown in Fig" ." !he car communication is an information processing e'uipment that is
installed in a vehicle and serves as a %ey component of the I!S car information system" It
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consists of a C-0, a display and other user interface devices, and has communication interfaces
with other in&vehicle devices" !his car communication is implemented at low cost as a single
hardware processor that has both the open connectivity capability and the highly reliable real&
time processing capability"
Fig .2. I"te&aci"g o& ca comm!"icatio" #$#tem
%.1. OPEN CONNECTI'ITY AND HI(HLY)RELIA*LE
REAL TIME PROCESSIN( CHARACTERISTICS
!he I!S car communicating system is expected to provide various information services
to the driver via telecommunication and broadcasting channels" !he system is also expected to
inform the driver of the vehicle conditions, the proper guidance in case of an emergency and
roadside conditions in co&operation with in&vehicle control units" + car communication that is
e'uipped with many user interface functions, such as a display, is expected to play a central role
in that processing" !hus, the car communication must have the open connectivity needed for
open information provision services that allow rapid development of service content" !o provide
car navigation services and services that involve cooperation with other on&board devices such as
electronic control units, on the other hand, highly reliable real&time processing characteristics are
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re'uired" !hat is to say, the car communication must offer both open connectivity and highly
reliable real&time processing characteristics at the same time"
In order to achieve open connectivity, a software download function for implementing
new services that are offered by information service centers is re'uired" #owever, the 'uality of
downloaded software and the correct processing of it by the car communication cannot be
verified at the time the car communication leaves the factory" +ccordingly, open connectivity
and highly reliable real&time processing characteristics can be said to be mutually opposing
issues" 5ual Ss Computer ne solution to the problems outlined above that can be considered
is to implement the car communication as two computers, one for implementing open
connectivity and the other for implementing highly reliable real&time processing" !hat approach,
however, increases system si6e and cost and involves many other problems, such as the sharing
of the display and other user interface devices"
/e therefore attempted to solve this problem by applying the 5+73+ software
technology*) of #itachi, $td" to the car communication, allowing two different Ss to run on a
single C-0 at the same time" !his car communication employs the 5+73+ technology to allow
an open S and high&reliability real&time S to run on the same hardware at the same time" In
that way, the open services provided by information service center can run under the open S
and car navigation and cooperative services with electronic control units that re'uire highly
reliable real&time processing characteristics can run under the high reliability real&time S (Fig"
.)" /ith the 5+73+ technology, the high&reliability S continues to operate and provide its
functions even if the open S free6es up for any reason" In this way, it is possible to implement a
compact and low&cost car computer that simultaneously satisfies the conditions of open
connectivity and highly reliable real&time processing" !he screen image of the I!S car
information system presented on page *8. shows the display of a prototype car communication
that was developed with 5+73+ technology in which 3- (3oving -icture xperts roup)
&2 video data is being presented via the open S while car navigation functions are being run on
the high&reliability real&time S side .)"
%.2. ETC ON)*OARD E+UIPMENT
!he !C on&board e'uipment () is expected to come into truly practical use in the
year .881" !he !C consists of a main unit that is installed in the vehicle and an IC card"
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!he accomplishes cashless toll collection by conducting wireless communication with
roadside e'uipment (7S)" !he IC card that is inserted into the stores transaction
settlement information" Considering use within a vehicle, a car mounted device that is small,
easily installed, and easy to operate, as shown in Fig" 4, has been reali6ed" In addition, high
reliability operation in the car&mounted environment has been maintained" !he configuration of
the !C is shown in Fig" 4 (b)" ach component of the is described below"
,1- RADIO UNIT
!his component conducts communication with 7S by receiving 9": #6 radio signals,
demodulating them, and then sending the resulting digital signal to the communication controller
and by modulating the digital signal sent from the communication controller to a 9": #6 radio
signal and then transmitting that signal"
,2- COMMUNICATION CONTROLLER
!his unit provides lin% connection control, such as establishing and releasing lin%s with
7S, error control, and encoding and decoding abstract syntax code, etc"
,%- ETC PROCESSOR
!his unit performs !C application communication with 7S and #3I control, such as
charge notification output to a li'uid crystal display, etc"
,- SECURITY UNIT
!his component performs authentication by means of two&way communication with
7S using a specified authentication method"
,/- TEST FUNCTION UNIT
!his component performs connection testing according to inter&connectivity technologystandards for the purpose of guaranteeing the inter&connectivity of the wireless communication
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functions" !he functions described above are used by the !C to implement cashless toll
collection by means of radio communication with 7S without stopping the vehicle"
. 'OICE RECO(NITION
Considering that more and more diverse automobile&oriented services will be offered, the
'uestion of how to implement a human&machine interface that is safe and easy to use in the
limited space inside an automobile while driving is an important issue" Voice recognition
technology holds promise as an in&vehicle #3I technology for that purpose" In the following
sections, we describe the expectations for voice recognition technology, voice recognition
principles, and the special features of speech recognition middleware products for
microprocessors" Voice recognition is an essential support technology for the human interface,
which serves as interfaces between human and machine" For the interior of a vehicle, in
particular, there are high expectations for voice recognition from the viewpoints of operability
and safety" !he understanding of naturally spo%en words is the ultimate goal of voice recognition
research" !he current practical state of the art, however, is recognition of a limited set of words"
.1. 'OICE RECO(NITION STA(ES
,1- 'OICE INPUT UNIT.
!he component performs the processing for converting the input analog speech signal to
a digital signal"
,2- SPEECH ANALY0ER.
!his component performs the processing for analy6ing the speech waveform to convert
the input to parameters that represent the speech features" !he speech analysis is basically a
matter of obtaining speech spectrum information" In short intervals of from *8 to .8 ms (frames),
the speech waveform is analy6ed and a series of speech parameters that represent the speech
spectrum is obtained"
,%- SPEECH DETECTOR.
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!his component detects speech segments in the input speech" +dvanced technology is
re'uired for accurate speech segment detection in the presence of motor noise"
,- COMPARISON UNIT.
!his component compares the input speech with word models by calculating the degree
of similarity of the two expressed as a probability" !hat comparison is based on a lexicon of
word models that have been constructed as lin%ed phonemes on the basis of an acoustic model in
which the features of the basic sound units of speech, such as phonemes and syllables, are stored
in advance"
NA'I(ATION PROCEDURE
Car navigation systems guide a car driver through a complicated route
in road networ%s, while displaying geographical information along the
route" !oday, commercially available car navigation systems can provide
a 45 perspective view of a road networ% as well as its corresponding bird
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Seminar Report 2006-2007Car to Car Communicationferred to as nonperspective projection" 3odeling such nonperspective
pro=ection is an important issue in computer graphics in general, because
it enriches the use of .5 pro=ections, the common visual mediafor conveying information about 45 scenes"
/hile a relatively small amount of wor% has been done on this sub=ect,
recent study has made progress in the techni'ues for distorting
perspective pro=ections" In particular, the latest methods have extendedthe expressive power of such pro=ections > not by distorting .5 perspectives
or bending sight rays directly > but by deforming the target45 ob=ects instead" #owever, these methods limit the degrees of freedom
in the deformation of the target ob=ects because they re'uire us to
design the associated distortion in .5 pro=ection indirectly by deforming
their 45 shapes" !his leads to a tedious trial&and&error process"
3oreover, animating such pro=ections with temporal coherence introduces
further difficulties to the methods"!his paper presents a method of animating nonperspective pro=ections"
!he application is a new type of car navigation system in which
a driving route remains visible without being occluded by surrounding
mountains and valleys" !he technical contribution of this paper
lies in formulating the nonperspective animation as an inverse problem
of finding a deformed 45 terrain surface from the .5 screen arrangementof its associated geographical landmar%s" Furthermore, the
present approach fully augments the visual realism of a 45 scene in
the locally distorted pro=ection by assigning appropriate textures and
shading effects on the terrain surface" !he method thus offers a perceptually
reasonable compromise between the perfect perspective andvisual clarity in the .5 pro=ection" Figure *(b) displays such an example
in which the route around the current position is more visible using
our nonperspective approach"
Conventional non&perspective pro=ections are assumed to include
rectangular ob=ects such as buildings, which help us perceive partial
perspective in the scenes" #owever, in that case, we can assign a differentviewpoint to each rectangular ob=ect, and then camouflage the
associated inconsistency between their perspectives on the flat ground"
7efer to ?*@ for an example" n the other hand, this study rather pursues
seamless change in perspective over the .5 pro=ection, and thusfocuses on depicting smooth terrain undulations such as mountain and
valleys, rather than city areas with rectangular buildings" Several routenavigations in mountain areas are also conducted to demonstrate the
effectiveness of the present approach"
Animation snapshots in navigating the Takeshi village, Nagano, with (a) ordinary perspective projection and (b) temporary coherentnonperspectiveprojection. The route (in red) is occluded by a mountain on the right in (a) while it is visible in (b).
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Fig. . An e!ample o" a commercially available car navigation system. A #$ perspective view o" a road network (le"t) and its corresponding
bird%s&eye&view (right).
2 RELATED WORKCompared with photorealistic representations that pursue the physical
realism of optical properties, nonphotorealistic representations have
been studied rather by ta%ing account of human visual perception and
understanding" !hese representations give rise to a new approachcalled nonphotorealistic rendering (NPR) ?1, *:@" #owever, most nonphotorealistic
representations are limited to the rendering stage in the
graphics pipeline, and a relatively small number of such representations
have been applied to the pro=ection stage"
/hile several .5 image&based methods have been proposed to warp
ordinary perspective images, their ability to incorporate different viewpointsis limited" Seit6 et al" ?*9@ introduced a method called view
morphing , which simulates the motion of a virtual camera to interpolate
between photographs ta%en from different viewpoints" Borin et
al" ?.2@ presented approaches for correcting distortions that may exist
in ordinary perspective images such as photographs and pictures"
/e can also enrich the expressive power of perspective images bymodifying the pro=ection mechanism" Multiperspective panoramas by
/ood et al" ?.4@ allow us to merge local perspective images seamlessly
along a camera path for creating bac%ground images for cel
animation" +lthough this is the first to address multiple viewpoints
assigned to local features, it still cannot preserve the smoothness of a
45 scene everywhere in the final .5 images" +grawala et al" ?*@ presenteda method called artistic multiprojection rendering , where each
45 ob=ect is rendered as seen from its own vista point individually"
onetheless, the method is not suitable for our purpose because the
45 ob=ects must be disconnected"ending sight rays with various types of lenses enables magnification
of the specific features in the .5 pro=ection ?**@" ier et al" ?.@
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Seminar Report 2006-2007Car to Car Communicationintroduced a see&through interface e'uipped with a magnification lens
paradigm called magic lenses" Such magnification effects are very
useful especially when we want to highlight some specific features inthe context of information visuali6ation ?;, *1@" For volume rendering,
on the other hand, Cignoni et al" ?4@ introduced the magicsphere
paradigm that can apply different visuali6ation modalities to the target
datasets, and Dur6ion et al" ?:@ simulated 45 ob=ect deformations by bending the sight rays together with hardware&assisted 45 texturing"
3oreover, $a3ar et al" ?A@ and /ang et al" ?.*@ refined the effectsof such magnification lenses and accelerated the associated computation
with the help of contemporary hardware environments" #owever,
these approaches aim at simulating rather optimal properties of magnification
lenses, and thus have relatively little freedom in distorting
.5 perspectives"
7ecently, several models have been presented that distort .5 pro=ections by deforming the associated 45 ob=ects" 7ademacher ?*2@
introduced a concept of view-dependent geometry that encodes view
dependency during the phase of 45 ob=ect modeling, which leads to
several recent methods for controlling 45 shapes according to the camera
position" 3artin et al" ?*4@ proposed observer dependent deformations,
utili6ing user&defined non&linear functions relating the transformationof a 45 ob=ect with its orientation and distance from the
camera" Singh et al" ?*;@ presented a fresh perspective approach to
generate the mixture of perspective, parallel, and other pro=ections
by attaching camera constraints that impose perspective locally in .5
pro=ection" !his has been extended to a framewor% called RYN ?2@,which accommodates temporary coherent animations" !hey have also
developed an interactive interface that directly manipulates the .5 positions
of features on the screen for designing nonperspective pro=ec&
'esolving occlusions with geographical landmarks (a) the routeoccluded by the mountain, and (b) the route that avoids the mountain.
tions ?9@" !heir framewor%, however, aims at rather artistic representation
of the target scene, and assumes that the .5 positions of feature
constraints are provided manually by users" !a%ahashi et al" ?*A@ introduceda model of surperspective projection to simulate hand&drawn
illustrations such as mountain guide maps" /hile the method accomplishes
more freedom in the deformation of the target ob=ect, it is still
limited to static images and cannot provide enough degrees of freedom
for our purpose because it tries to find optimal arrangements of a small number of clustered mountain and valley regions in the scene,rather than local characteristic landmar%s such as mountain s%ylines
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Seminar Report 2006-2007Car to Car Communicationand driving routes"
3.1 Fundamental settings in the systemur car navigation system stores elevation data on a regular grid at 98
meter intervals together with road networ%s in the database" !he terrain
surface on a grid is triangulated in advance to create a mesh representation"!he system then searches for the shortest route between the
given starting and end point" ext, the system simulates a drive on the
route around the current position by animating nonperspective views
of the real terrain surface from a car window"
In our implementation, the tilt angle of the camera is set to 48 degrees
and the distance of the camera from the current car position isfixed to be constant" /hile the tilt angle can usually range from .8 to
;8 degrees in commercially available navigation systems, the 48 degrees
was chosen in this paper because it is the best to show the effects
of occlusion elimination in the system" +s shown in Figure *, the current
position is represented by a green wedge&li%e ob=ect and the route
of interest is represented by red thic% linesE other roads are painted ingray" !he car position is fixed at the lower center of the .5 screen so
that the forthcoming route can be viewed as clearly as possible in theupper part of the screen, while the previous positions are also trac%ed
as light blue points" See also navigational snapshots of the system in
Figures ** and *."3.2 Calculating animated fames!he overall process of calculating animated frames in the navigation
system consists of the following four steps
*" xtracting geographical landmar%s such as mountain tops and
road features (Section 2)"
." Calculating an optimal arrangement of the geographical landmar%s
on the .5 screen (Section 9)"4" 5eforming the 45 terrain surface so that it satisfies the precomputed
arrangement of the landmar%s (Section 1)"
2" +nimating the resulting nonperspective image by retaining its
temporal coherence (Section ;)"ach step will be described in Sections 2 to ;, respectively"
eographical landmarks (a) terrain landmarks and (b) roadlandmarks.
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E!TRACT"#$ $EO$RA%&"CAL LA#D'ARK(!his section describes a method of extracting geographical landmar%sfrom terrain surfaces and road networ%s" !he geographical landmar%s
indicate positions on which .5 screen constraints are imposed, in order
to deform the target 45 terrain surface later"
).1 Classificati*n *f ge*ga+hical landma,sSince the aim of distorting perspective images is to avoid occlusions
of driving routes, geographical landmar%s should be extracted from regionsthat may cause such route occlusions" For example, Figure 4(a)
shows an ordinary perspective image in which a mountain hides a road"
!his implies that once we can extract geographical landmar%s such as
mountain s%ylines and road segments, we can resolve the route occlusion
by changing the relative positions of these landmar%s together
with an appropriate deformation of the terrain surface, as shown inFigure 4(b)"
In our approach, we classify the geographical landmar%s into two
groups terrain landmar%s and road landmar%s" !he following two
subsections describe how to extract these two types of landmar%s").2 Teain landma,s!errain landmar"s are defined as points on the silhouettes of mountains
and valleys" !he silhouettes correspond to border edges betweenvisible and invisible faces in the triangulated terrain surface ?*.@, and
may cause the occlusion of driving routes"
/hile such silhouette edges are necessary to resolve the route occlusion
problems, they still cause some problems in retaining temporal
coherence in animation because they are view&dependent features"
!his suggests the idea that edges on the triangulated terrain surface
should be extracted if they are on the silhouettes when seen from oneof all possible viewpoints, so that we can trac% the landmar%s consistently
with any viewpoints" In practice, we sample viewpoints on the
viewing hemisphere that covers the terrain surface, in order to detect
such terrain landmar%s when seen from each viewpoint sample as a
preprocessing step as shown in Figure 2(a)" /e then store the resultsin the system so that we can retrieve the extracted terrain landmar%s
immediately" ote that we apply a aussian&li%e filter ?.8@ in this preprocessing
step for finding globally smooth silhouette lines when pro=ecting
the terrain surface from viewpoint samples" Figure 9(a) shows
terrain landmar%s (in green) extracted in our system").3 R*ad landma,s+s shown in Figure 2(b), road landmar"s are defined as points of extrema
in curvature and inflection points where the signs of curvatures
change on the road, as well as its dead ends and =unction points" 3oreover,the method also extracts the connectivity of the road landmar%s
as edges to %eep the topology of the original road networ%s" !his is because
distortion around sharp curves on the road as well as the changein road connectivity can be easily perceived by the human eye" Since
these landmar%s are inherently view&independent features, they can
also be extracted beforehand along with their networ% connectivity in
the system" Figure 9(b) exhibits road landmar%s (in blue) extracted in
the system"
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*andmarks e!tracted "rom the terrain sur"ace and road networks(a) terrain landmarks (in green) and (b) road landmarks (in blue).
).) Resticting the aea f* landma, e-tacti*nSince our attention is limited to the neighborhood of the current car position,
the system retrieves terrain landmar%s only for local terrain areawithin the view frustum and some specified radius of the current position"
#ere, we consider the view frustum of the double&si6ed screen to
cope with drastic changes of view orientations along the driving route"
+s for the road landmar%s, attention is further restricted to landmar%son the driving route of interest" #owever, in this case, landmar%s on
other roads around the =unction points of the route were also collected
in order to maintain the original road shapes in the vicinity of the route
for later navigation phases" Figure 9(b) shows that this method also extracts
road landmar%s on other road (in gray) in addition to those on
the route (in red), around the =unction point at the center of the screen" O%T"'"/"#$ 2D ARRA#$E'E#T OF LA#D'ARK(!he extracted landmar%s serve as point&position constraints in deforming
the 45 terrain surface to generate nonperspective pro=ections"
#owever, in the present approach, we calculate the 45 positions of thelandmar%s not directly, but indirectly by first calculating the optimal
arrangement of the landmar%s on the .5 screen and then finding the associateddeformation of the terrain surface" !his strategy is our ma=or
technical contribution because it can fully respect the .5 arrangement
of geographical landmar%s and thus ma%es it possible to exclude unexpected
occlusion of the driving route while smoothly interpolating the
associated perspective over the .5 screen" !his section describes an
algorithm for automatically finding such optimal arrangement of theextracted landmar%s
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1. GPS NAVIGATION
Setting up -S avigation is easy" 0se armin or any -S receiver with 0S interfaceyou can set up a -S avigation system in your car" For -S software, there are many that may
suit your re'uirement"
2. MUSIC
/ith your car communication, you can listen to any type of digital music format" utput
from our Car Front 0nit is a 4"9mm stereo =ac% which is compatible with many auto C5 player
in your car" r you may use a F3 transmitter to do without wiring &turn on your car radio and
tune to a particular channel to receive from the F3 transmitter"
3. MOVIE
/ith your car communication, you can watch any type of digital movie format" 3ovie
files can be stored onto hard dis% so you can have .8&28 movies on your computer ready to play"
4. INTERNET
ur car communication is built&in with luetooth" !hat mean you may use any luetooth
compatible cellular phone to connect to the Internet while on the move" ever lose an important
email or chec%ing on the stoc% mar%et is as easy as in your office" roadband /i&Fi access is
also popular in many places" -ar% your car near a #otspot and you can browse the Internet at full
speed"
5. PHOTOALBUM
!ravelers are having hard time when their digital camera run out of memory card space"
ever worryE with car communication you can download all the photo files to its hard dis%" Save
your memory card for more photos" -lug in C5"
6. OFFICE
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/hen you have your laptop with you" Gou can synchroni6e files and emails with your car
computer"
. SATELLITE RADIO
-lug in a satellite radio receiverE you can immediate access hundreds of radio channel no
matter where you are on earth"
8. DIGITAL TV BROADCAST
5igital !V is becoming popular in urope and 0S+" #aving installed a 5igital !Vreceiver (0S type) you can watch news programs and your favour episode in car"
3. ENTERTAINMENT
Computer games are popular for younger ages" Children can play computer games in car
for entertainment"
. CONCLUSION
+mong the technologies related to the I!S car communication system, for which iverse
information services for automobiles are expected to be developed in future, we have described
the basic configuration and a car communication, the !C , which is expected to come into
actual practical use in .881, and voice recognition technology, which hold promise as a human&
machine interface in the limited operating environment of a vehicle interior" In future wor%, we
intend to proceed with the development of devices that are even more useful and highly reliable
for the field of information services for automobiles, which are expected to continue to advance
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4. REFERENCE.
(*) Saitoh et al", H5evelopment of the 5+73+ 5ual Ss xecution nvironment, 9Ath
ational Conference of the Information -rocessing Society of Japan, 2&4 (Sept" .88*)"
(.) %ude et al", H+ Study of the ext&generation Car -latform, 7esearch 7eport of the
+dvanced #ighway !raffic System 7esearch roup of the Information -rocessing Society of
Japan, AA, I!S&2 (3ar" .882)"
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(4) #orie et al", HSecurity System for Supporting the !C (lectronic !oll Collection)
System, #itachi #yoron 42, .*A&... (3ar" .882) in Japanese"
(2) #atao%a et al", HVoice 3iddleware for the Super# 3icroprocessor, #itachi #yoron
45, 9.;&94. (3ar" .88*) in Japanese"
6E*SITES
(9) www"hitachiautoc"com"
(1) www"howstufwor%sKel"com
(;) www"darmadualKcar"com
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*A
http://www.hitachiautoc.com/http://www.howstufworks/el.comhttp://www.darmadual/car.comhttp://www.hitachiautoc.com/http://www.howstufworks/el.comhttp://www.darmadual/car.com