Mobihealth: mobile health services based on body area networks

In this chapter we describe the concept of MobiHealth and the approach developed during the MobiHealth project (MobiHealth, 2002). The concept was to bring together the technologies of Body Area Networks (BANs), wireless broadband communications and wearable medical devices to provide mobile healthcare services for patients and health professionals. These technologies enable remote patient care services such as management of chronic conditions and detection of health emergencies. Because the patient is free to move anywhere whilst wearing the MobiHealth BAN, patient mobility is maximised. The vision is that patients can enjoy enhanced freedom and quality of life through avoidance or reduction of hospital stays. For the health services it means that pressure on overstretched hospital services can be alleviated

DESIGN, IMPLEMENTATION, AND ANALYSIS OF ADAPTIVE M-ARY FREQUENCY SHIFT KEYING ON GSM VOICE CHANNEL

A mobile voice channel is a high priority service in cellular communication systems, has a wide coverage, and is almost always available. With these advantages, mobile voice channels can be used to transmit digital data remotely in rural areas that are not covered with 3G/4G networks. In a mobile voice channel, the Adaptive Multi Rate (AMR) whose rate can vary from 4.75 to 12.2 kbps is used today as a vocoder. In data communication through AMR channel with non-adaptive modulation, the modulation configuration must work on the lowest AMR rate, so the configuration is not optimal for higher channel rates. To optimize the data transmission rate within an AMR channel, we proposed an adaptive M-ary Frequency Shift Keying (MFSK) modulation method with a zero crossing demodulator. The Adaptive MFSK modulation is designed to adjust its modulation configurations based on a quality of the channel that shown by vocoder rate. In this project, using signal quality indicator provided by GSM modem, the modulator adjust its symbol time length to fit the maximum bit error rate (BER). Demodulator detects the symbol without need the symbol length information and counts the bit error rate. The adaptive MFSK modulation proposed in this research has higher data rate than fixed lower rate modulation in the similar BER range. The adaptive modulation has lower BER than fixed higher rate modulation in the similar data rate range

Mobile home security with GPRS

This thesis presents the results of an honours project on the development of a security system for use on mobile devices. Mobile Home Security (MHS) is a prototype system that aimed to fully investigate a potential use of the wireless high-speed technology General Packet Radio Service (GPRS) in transmitting video from a static location. This thesis Mobile Home Security with GPRS describes in detail the design and developmental stages for the system. The research focused on the sending of video from a security capture device over a high speed radio network. The first stage of the research involved the design and development of a prototype system. In the next stage three critical aspects of the system were studied, capturing of video, transfer of security video over a packet network and the playback of the video. Test cases were performed in succession and measurements were obtained to study for deficiencies in the MHS system. Transfers of video over the different proposed GPRS network speeds and quality video playback on a mobile computing device were examined to determine the optimum settings for the system. The results from the test cases proved that the MHS system can be effectively used as a wireless security system. The successful implementation of the MHS system provided a positive indication that the MHS system and other video applications like it can utilise the high speed GPRS network to provide wireless video based solutions

Role of Wireless technology in mobile augmented reality system (MARS)

Not availabl

INTELLIGENTE TRANSPORT SYSTEMEN ITS EN VERKEERSVEILIGHEID

This report discusses Intelligent Transport Systems (ITS). This generic term is used for a broad range of information-, control- and electronic technology that can be integrated in the road infrastructure and the vehicles themselves, saving lives, time and money bymonitoring and managing traffic flows, reducing conges-tion, avoiding accidents, etc. Because this report was written in the scope of the Policy Research Centre Mobility & Public Works, track Traffic Safety, it focuses on ITS systems from the traffic safety point of view. Within the whole range of ITS systems, two categories can be distinguished: autonomous and cooperative systems. Autonomous systems are all forms of ITS which operate by itself, and do not depend on the cooperation with other vehicles or supporting infrastructure. Example applications are blind spot detection using radar, electronic stability control, dynamic traffic management using variable road signs, emergency call, etc. Cooperative systems are ITS systems based on communication and cooperation, both between vehicles as between vehicles and infrastructure. Example applications are alerting vehicles approaching a traffic jam, exchanging data regarding hazardous road conditions, extended electronic brake light, etc. In some cases, autonomous systems can evolve to autonomous cooperative systems. ISA (Intelligent Speed Adaptation) is an example of this: the dynamic aspect as well as communication with infrastructure (eg Traffic lights, Variable Message Sign (VMS)...) can provide additional road safety. This is the clear link between the two parts of this report. The many ITS applications are an indicator of the high expectations from the government, the academic world and the industry regarding the possibilities made possible by both categories of ITS systems. Therefore, the comprehensive discussion of both of them is the core of this report. The first part of the report covering the autonomous systems treats two aspects: 1. Overview of European projects related to mobility and in particular to road safety 2. Overview for guidelines for the evaluation of ITS projects. Out of the wide range of diverse (autonomous) ITS applications a selection is made; this selection is focused on E Safety Forum and PreVENT. Especially the PreVent research project is interesting because ITS-applications have led to a number of concrete demonstration vehicles that showed - in protected and unprotected surroundings- that these ITS-applications are already technically useful or could be developed into useful products. The component “guidelines for the evaluation of ITS projects” outlines that the government has to have specific evaluation tools if the government has the ambition of using ITS-applications for road safety. Two projects -guidelines for the evaluation of ITS projects- are examined; a third evaluation method is only mentioned because this description shows that a specific targeting of the government can be desirable : 1. TRACE describes the guidelines for the evaluation of ITS projects which are useful for the evaluation of specific ITS-applications. 2. FITS contains Finnish guidelines for the evaluation of ITS project; FIS is an adaptation of methods used for evaluation of transport projects. 3. The third evaluation method for the evaluation of ITS projects is developed in an ongoing European research project, eImpact. eImpact is important because, a specific consultation of stake holders shows that the social importance of some techniques is underestimated. These preliminary results show that an appropriate guiding role for the government could be important. In the second part of this document the cooperative systems are discussed in depth. These systems enable a large number of applications with an important social relevance, both on the level of the environment, mobility and traffic safety. Cooperative systems make it possible to warn drivers in time to avoid collisions (e.g. when approaching the tail of a traffic jam, or when a ghost driver is detected). Hazardous road conditions can be automatically communicated to other drivers (e.g. after the detection of black ice or an oil trail by the ESP). Navigation systems can receive detailed real-time up-dates about the current traffic situation and can take this into account when calculating their routes. When a traffic distortion occurs, traffic centers can immediately take action and can actively influence the way that the traffic will be diverted. Drivers can be notified well in advance about approaching emergency vehicles, and can be directed to yield way in a uniform manner. This is just a small selection from the large number of applications that are made possible because of cooperative ITS systems, but it is very obvious that these systems can make a significant positive contribution to traffic safety. In literature it is estimated that the decrease of accidents with injuries of fatalities will be between 20% and 50% . It is not suprising that ITS systems receive a lot of attention for the moment. On an international level, a number of standards are being established regarding this topic. The International Telecommunications Uniont (ITU), Institute for Electrical and Electronics Engineers (IEEE), International Organization for Standardization (ISO), Association of Radio Industries and Business (ARIB) and European committee for standardization (CEN) are currently defining standards that describe different aspects of ITS systems. One of the names that is mostly mentioned in literature is the ISO TC204/WG16 Communications Architecture for Land Mobile environment (CALM) standard. It describes a framework that enables transparent (both for the application and the user) continuous communication through different communication media. Besides the innumerable standardization activities, there is a great number of active research projects. On European level, the most important are the i2010 Intelligent Car Initiative, the eSafety Forum, and the COMeSafety, the CVIS, the SAFESPOT, the COOPERS and the SEVECOM project. The i2010 Intelligent Car Initiative is an European initiative with the goal to halve the number of traffic casualties by 2010. The eSafety Forum is an initiative of the European Commission, industry and other stakeholders and targets the acceleration of development and deployment of safety-related ITS systems. The COMeSafety project supports the eSafety Forum on the field of vehicle-to-vehicle and vehicle-to-infrastructure communication. In the CVIS project, attention is given to both technical and non-technical issues, with the main goal to develop the first free and open reference implementation of the CALM architecture. The SAFEST project investigates which data is important for safety applications, and with which algorithmsthis data can be extracted from vehicles and infrastructure. The COOPERS project mainly targets communication between vehicles and dedicated roadside infrastructure. Finally, the SEVECOM project researches security and privacy issues. Besides the European projects, research is also conducted in the United States of America (CICAS and VII projects) and in Japan (AHSRA, VICS, Smartway, internetITS). Besides standardization bodies and governmental organizations, also the industry has a considerable interest in ITS systems. In the scope of their ITS activities, a number of companies are united in national and international organizations. On an international level, the best known names are the Car 2 Car Communication Consortium, and Ertico. The C2C CC unites the large European car manufacturers, and focuses on the development of an open standard for vehicle-to-vehicle and vehicle-to-infrastructure communications based on the already well established IEEE 802.11 WLAN standard. Ertico is an European multi-sector, public/private partnership with the intended purpose of the development and introduction of ITS systems. On a national level, FlandersDrive and The Telematics Cluster / ITS Belgium are the best known organizations. Despite the worldwide activities regarding (cooperative) ITS systems, there still is no consensus about the wireless technology to be used in such systems. This can be put down to the fact that a large number of suitable technologies exist or are under development. Each technology has its specific advantages and disadvantages, but no single technology is the ideal solution for every ITS application. However, the different candidates can be classified in three distinct categories. The first group contains solutions for Dedicated Short Range Communication (DSRC), such as the WAVE technology. The second group is made up of several cellular communication networks providing coverage over wide areas. Examples are GPRS (data communication using the GSM network), UMTS (faster then GPRS), WiMAX (even faster then UMTS) and MBWA (similar to WiMAX). The third group consists of digital data broadcast technologies such as RDS (via the current FM radio transmissions, slow), DAB and DMB (via current digital radio transmissions, quicker) and DVB-H (via future digital television transmissions for mobiledevices, quickest). The previous makes it clear that ITS systems are a hot topic right now, and they receive a lot of attention from the academic world, the standardization bodies and the industry. Therefore, it seems like that it is just a matter of time before ITS systems will find their way into the daily live. Due to the large number of suitable technologies for the implementation of cooperative ITS systems, it is very hard to define which role the government has to play in these developments, and which are the next steps to take. These issues were addressed in reports produced by the i2010 Intelligent Car Initiative and the CVIS project. Their state of the art overview revealed that until now, no country has successfully deployed a fully operational ITS system yet. Seven EU countries are the furthest and are already in the deployment phase: Sweden, Germany, the Netherlands, the United Kingdom, Finland, Spain and France. These countries are trailed by eight countries which are in the promotion phase: Denmark, Greece, Italy, Austria, Belgium,Norway, the Czech Republic and Poland. Finally, the last ten countries find themselves in the start-up phase: Estonia, Lithuania, Latvia, Slovenia, Slovakia, Hungary, Portugal, Switzerland, Ireland and Luxembourg. These European reports produced by the i2010 Intelligent Car Initiative and the CVIS project have defined a few policy recommendations which are very relevant for the Belgian and Flemish government. The most important recommendations for the Flemish government are: • Support awareness: research revealed that civilians consider ITS applications useful, but they are not really willing to pay for this technology. Therefore, it is important to convince the general public of the usefulness and the importance of ITS systems. • Fill the gaps: Belgium is situated in the promotion phase. This means that it should focus at identifying the missing stakeholders, and coordinating national and regional ITS activities. Here it is important that the research activities are coordinated in a national and international context to allow transfer of knowledge from one study to the next, as well as the results to be comparable. • Develop a vision: in the scope of ITS systems policies have to be defined regarding a large number of issues. For instance there is the question if ITS users should be educated, meaning that the use of ITS systems should be the subject of the drivers license exam. How will the regulations be for the technical inspection of vehicles equipped with ITS technology? Will ITS systems be deployed on a voluntary base, or will they e.g. be obliged in every new car? Will the services be offered by private companies, by the public authorities, or by a combination of them? Which technology will be used to implement ITS systems? These are just a few of the many questions where the government will have to develop a point of view for. • Policy coordination: ITS systems are a policy subject on an international, national and regional level. It is very important that these policy organizations can collaborate in a coordinated manner. • Iterative approach to policy development: developing policies for this complex matter is not a simple task. This asks for an iterative approach, where policy decisions are continuously refined and adjusted

Evaluation of a Set of TCP Features over Narrowband Radio Bearer for Train Communication

An engineering approach to the evaluation of the TCP as a narrowband bearer for short messages in the low latency train-trackside communication scenario is described in this report. The project was developed in cooperation with Bombardier Transportation Sweden AB as a part of the “ETCS over GPRS” venture. With the increase of the demands from the railway industry, the currently used circuit-switched GSM-R technology becomes unsatisfactory from the radio system capacity point of view and the need of a new solution is highly required. The packet-switched GPRS solution using TCP as a suite is under research for this specific scenario. The investigated problem in this report concerns the tuning of the retransmission mechanism, which includes the TCP features TCP_RTO_MIN and TCP_KEEPALIVE. This implies the tuning of those features to be able to detect a loss of communication and to react less aggressively for the short and instantaneous changes in the network delay. This thesis work began with a preparation phase in which a broad literature analysis of the background theory was made and followed by the development of applications that realizes the traffic model. Later in the performance phase the required changes were applied on the system and finally tested in a lab. The tests have been performed using one and four pairs of client-server applications communicating over an emulated link. The TCP features were modified at two levels, the TCP_RTO_MIN by a kernel recompilation and the TCP_KEEPALIVE by changes on the live system. Results from the tests have shown that for the higher than the default value of the TCP_RTO_MIN the less retransmissions were triggered. The TCP_KEEPALIVE has proven to be a sufficient feature to indicate a loss of the link. However the achieved improvement in performance was not as high as expected, but acceptable for this scenario. The train-trackside communication system could benefit from the proposed changes

An Overview of Own Tracking Wireless Sensors with GSM-GPS Features

Wireless Sensors (WS) mobility and pause time have a major impact directly influencing the energy consumption. Lifetime of a WS Network (WSN) depends directly on the energy consumption, thus, the hardware and software components must be optimized for energy management. This study aims to combine a compact hardware architecture with a smart energy management efficiency in order to increase ratio Lifetime/Energy Consumption, to improve the operating time on a portable tracking system with GPS/GSM/GPRS features and own power. In this paper we present the evolution of own WS tracking architecture with GPS/GSM/GPRS features, basic criterion being the lifetime combined with low power consumption. Concern was focused on hardware and software areas: Large number of physical components led to reconsideration of hardware architecture, while for software, we focused on algorithms able to reduce the number of bits in transmitted data packets, which help to reduce energy consumption. The results and conclusions show that the goal was achieved

Cost based optimization for strategic mobile radio access network planning using metaheuristics

La evolución experimentada por las comunicaciones móviles a lo largo de las últimas décadas ha sido motivada por dos factores principales: el surgimiento de nuevas aplicaciones y necesidades por parte del usuario, así como los avances tecnológicos. Los servicios ofrecidos para términales móviles han evolucionado desde el clásico servicio de voz y mensajes cortos (SMS), a servicios más atractivos y por lo tanto con una rápida aceptación por parte de usuario final como, video telephony, video streaming, online gaming, and the internet broadband access (MBAS). Todos estos nuevos servicios se han convertido en una realidad gracias a los avances técnologicos, avances tales como nuevas técnicas de acceso al medio compartido, nuevos esquemas de codificiación y modulación de la información intercambiada, sistemas de transmisión y recepción basados en múltiples antenas (MIMO), etc. Un aspecto importante en esta evolución fue la liberación del sector a principios de los años 90, donde la función reguladora llevado a cabo por las autoridades regulatorias nacionales (NRA) se ha antojado fundamental. Uno de los principales problemas tratados por la NRA espcífica de cada nación es la determinación de los costes por servicios mayoristas, esto es los servicios entre operadores de servicios móvilles, entre los que cabe destacar el coste por terminación de llamada o de inteconexión. El servicio de interconexión hace posible la comunicación de usuarios de diferente operadores, así como el acceso a la totalidad de servicios, incluso a aquellos no prestados por un operador en concreto gracias al uso de una red perteneciente a otro operador, por parte de todos los usuarios. El objetivo principal de esta tesis es la minimización de los costes de inversión en equipamiento de red, lo cual repercute en el establecimiento de las tarifas de interconexión como se verá a lo largo de este trabajo. La consecución de dicho objetivo se divide en dos partes: en primer lugar, el desarrollo de un conjunto de algoritmos para el dimesionado óptimo de una red de acceso radio (RAN) para un sistema de comunicaciones móvilles. En segundo lugar, el diseño y aplicación de algoritmos de optimización para la distribución óptima de los servicios sobre el conjunto de tecnologías móviles existentes (OSDP). El modulo de diseño de red proporciona cuatro algoritmos diferenciados encargados del dimensionado y planificación de la red de acceso móvil. Estos algoritmos se aplican en un entorno multi-tecnología, considerando sistemas de segunda (2G), tercera (3G) y cuarta (4G) generación, multi-usuario, teniendo en cuenta diferentes perfiles de usuarios con su respectiva carga de tráfico, y multo-servicio, incluyendo voz, servicios de datos de baja velocidad (64-144 Kbps), y acceso a internet de banda ancha móvil. La segunda parte de la tesis se encarga de distribuir de una manera óptima el conjunto de servicios sobre las tecnologías a desplegar. El objetivo de esta parte es hacer un uso eficiente de las tecnologías existentes reduciendo los costes de inversión en equipamiento de red. Esto es posible gracias a las diferencias tecnológicas existente entre los diferentes sistemas móviles, que hacen que los sistemas de segunda generación sean adecuados para proporcionar el servicio de voz y mensajería corta, mientras que redes de tercera generación muestran un mejor rendimiento en la transmisión de servicios de datos. Por último, el servicio de banda ancha móvil es nativo de redes de última generadón, como High Speed Data Acces (HSPA) y 4G. Ambos módulos han sido aplicados a un extenso conjunto de experimentos para el desarrollo de análisis tecno-económicos tales como el estudio del rendimiento de las tecnologías de HSPA y 4G para la prestación del servicio de banda ancha móvil, así como el análisis de escenarios reales de despliegue para redes 4G que tendrán lugar a partir del próximo año coinicidiendo con la licitación de las frecuencias en la banda de 800 MHz. Así mismo, se ha llevado a cabo un estudio sobre el despliegue de redes de 4G en las bandas de 800 MHz, 1800 MHz y 2600 MHz, comparando los costes de inversión obtenidos tras la optimización. En todos los casos se ha demostrado la mejora, en términos de costes de inversión, obtenida tras la aplicación de ambos módulos, posibilitando una reducción en la determinación de los costes de provisión de servicios. Los estudios realizados en esta tesis se centran en la nación de España, sin embargo todos los algoritmos implementados son aplicables a cualquier otro país europeo, prueba de ello es que los algoritmos de diseño de red han sido utilizados en diversos proyectos de regulación

Cost based optimization for strategic mobile radio access network planning using metaheuristics

La evolución experimentada por las comunicaciones móviles a lo largo de las últimas décadas ha sido motivada por dos factores principales: el surgimiento de nuevas aplicaciones y necesidades por parte del usuario, así como los avances tecnológicos. Los servicios ofrecidos para términales móviles han evolucionado desde el clásico servicio de voz y mensajes cortos (SMS), a servicios más atractivos y por lo tanto con una rápida aceptación por parte de usuario final como, video telephony, video streaming, online gaming, and the internet broadband access (MBAS). Todos estos nuevos servicios se han convertido en una realidad gracias a los avances técnologicos, avances tales como nuevas técnicas de acceso al medio compartido, nuevos esquemas de codificiación y modulación de la información intercambiada, sistemas de transmisión y recepción basados en múltiples antenas (MIMO), etc. Un aspecto importante en esta evolución fue la liberación del sector a principios de los años 90, donde la función reguladora llevado a cabo por las autoridades regulatorias nacionales (NRA) se ha antojado fundamental. Uno de los principales problemas tratados por la NRA espcífica de cada nación es la determinación de los costes por servicios mayoristas, esto es los servicios entre operadores de servicios móvilles, entre los que cabe destacar el coste por terminación de llamada o de inteconexión. El servicio de interconexión hace posible la comunicación de usuarios de diferente operadores, así como el acceso a la totalidad de servicios, incluso a aquellos no prestados por un operador en concreto gracias al uso de una red perteneciente a otro operador, por parte de todos los usuarios. El objetivo principal de esta tesis es la minimización de los costes de inversión en equipamiento de red, lo cual repercute en el establecimiento de las tarifas de interconexión como se verá a lo largo de este trabajo. La consecución de dicho objetivo se divide en dos partes: en primer lugar, el desarrollo de un conjunto de algoritmos para el dimesionado óptimo de una red de acceso radio (RAN) para un sistema de comunicaciones móvilles. En segundo lugar, el diseño y aplicación de algoritmos de optimización para la distribución óptima de los servicios sobre el conjunto de tecnologías móviles existentes (OSDP). El modulo de diseño de red proporciona cuatro algoritmos diferenciados encargados del dimensionado y planificación de la red de acceso móvil. Estos algoritmos se aplican en un entorno multi-tecnología, considerando sistemas de segunda (2G), tercera (3G) y cuarta (4G) generación, multi-usuario, teniendo en cuenta diferentes perfiles de usuarios con su respectiva carga de tráfico, y multo-servicio, incluyendo voz, servicios de datos de baja velocidad (64-144 Kbps), y acceso a internet de banda ancha móvil. La segunda parte de la tesis se encarga de distribuir de una manera óptima el conjunto de servicios sobre las tecnologías a desplegar. El objetivo de esta parte es hacer un uso eficiente de las tecnologías existentes reduciendo los costes de inversión en equipamiento de red. Esto es posible gracias a las diferencias tecnológicas existente entre los diferentes sistemas móviles, que hacen que los sistemas de segunda generación sean adecuados para proporcionar el servicio de voz y mensajería corta, mientras que redes de tercera generación muestran un mejor rendimiento en la transmisión de servicios de datos. Por último, el servicio de banda ancha móvil es nativo de redes de última generadón, como High Speed Data Acces (HSPA) y 4G. Ambos módulos han sido aplicados a un extenso conjunto de experimentos para el desarrollo de análisis tecno-económicos tales como el estudio del rendimiento de las tecnologías de HSPA y 4G para la prestación del servicio de banda ancha móvil, así como el análisis de escenarios reales de despliegue para redes 4G que tendrán lugar a partir del próximo año coinicidiendo con la licitación de las frecuencias en la banda de 800 MHz. Así mismo, se ha llevado a cabo un estudio sobre el despliegue de redes de 4G en las bandas de 800 MHz, 1800 MHz y 2600 MHz, comparando los costes de inversión obtenidos tras la optimización. En todos los casos se ha demostrado la mejora, en términos de costes de inversión, obtenida tras la aplicación de ambos módulos, posibilitando una reducción en la determinación de los costes de provisión de servicios. Los estudios realizados en esta tesis se centran en la nación de España, sin embargo todos los algoritmos implementados son aplicables a cualquier otro país europeo, prueba de ello es que los algoritmos de diseño de red han sido utilizados en diversos proyectos de regulación