Cryptographic transform for protection of data in sector-level storage devices is specified in this standard.
Cryptographic and data authentication procedures for storage devices that support length expansion, such as tape drives, are specified. Such procedures include the following cryptographic modes of operation for the AES block cipher: CCM, GCM, CBC-HMAC, and XTS-HMAC.
Smart parking lots (SPLs) integrate parking information to enable the coordination of parking facilities within smart cities. SPLs work with other systems to provide various parking services. This Recommendation specifies the requirements and functional architecture for SPLs. The scope of this Recommendation includes: introduction of SPLs; requirements for SPL; Functional architecture of SPL. For use cases of SPL see Appendix I. All Recommendations and other references are subject to revision; users of this Recommendation are therefore encouraged to investigate the possibility of applying the most recent edition of the Recommendations and other references listed below. A list of the currently valid ITU-T Recommendations is regularly published. The reference to a document within this Recommendation does not give it, as a stand-alone document, the status of a Recommendation.
ISO/TR 17427-9:2015, 2.5.Intelligent transport systems::Cooperative ITS::Part 9: Compliance and enforcement aspects
ISO 24100:2010, 3.3. Intelligent transport systems::Basic principles for personal data protection in probe vehicle information services
Specifies general definitions for low-speed serial data communication up to 125 kbit/s for road vehicle applications. The object is to define the general architecture of the communication network and the content of the data link layer and the physical layer for transmission between the different types of electronic modules on board road vehicles. Parts 2, 3 and 4 are entirely independent.
Direct-current (dc) charging is a method of charging that facilitates rapid energy transfer from the electric grid to plug-in vehicles. This method of charging allows significantly more current to be drawn by the vehicle versus lower rated alternating-current (ac) systems. A combination of vehicles that can accept high-current dc charge and the dc supply equipment that provides it has led to the use of terminology such as “fast charging,” “fast charger,” “dc charger,” “quick charger,” etc. DC charging and ac charging vary by the location at which ac current is converted to dc current. For typical dc charging, the current is converted at the off-board charger, which is separate from the vehicle. For ac charging, the current is converted inside the vehicle, by means of an on-board charger. The location of the ac to dc conversion equipment, or converter, shapes the complexity of the equipment design. Regarding ac charging, as previously mentioned, the conversion is on board the vehicle. This allows the original equipment maker (OEM) designed systems to control the charging operation in its entirety. The on-board charger (converter) and battery controller solution is under direct control of the vehicle manufacturer. For dc charging, an entirely new challenge exists for OEMs. The dc charger is now external to the vehicle and requires the vehicle engineers to control an external power device. For the reason of necessary interoperability, standards such as IEEE Std 2030.1.1 are provided to assist developers.
This standard specifies the general requirements that a fully automated vehicle shall meet in order to drive on public roads. This standard serves as a comprehensive checklist of all the use cases, scenarios, and worst conditions that a fully automated vehicle certified by the public body shall address on public roads in order to protect the safety of the public including passengers, pedestrians, and other traffic participants.
The production of a taxonomy of all disability, ageing and youth issues that could be addressed by UCI based systems and relating these to requirements for elements in the UCI additional information field and to PUA functionality. The work will include liaison with groups representing young, elderly and disabled people and with the eEurope Smartcard initiative.
Local Digital Twins will be a fundamental building block for CitiVerse. It will also play a crucial role for anyone in the public sector who wants to fully utilize the usage of AI.
Today, cities, regions and countries all over the world are building Local Digital Twins using various tools and approaches. Game engines, CAD tools, GIS, AR/VR/XR tools, Urban Digital Platforms, CIM and other visualisation tools are used. Thus a wide spread of technologies and standards.
Interoperability for Local Digital Twins (LTD) is crucial. They need to fit horizontally and vertically. Horizontally is to put a LDT of one city next to a LDT of another city and make them align. Vertically, by example, a LDT produced by a city must fit LDT from public transportation and LDT by the energy company for the same geographical area, etc.
European CitiVerse will be built upon Local Digital Twins. If separate Local Digital Twins in Europe don't fit together it will be impossible to create a seamless CitiVerse. It will also be difficult with interoperability between LDT:s. The LDT also needs interoperability versus dataspaces and IoT. For a LDT:s to be useful for officials and others, LDT:s need interoperability with the business operating systems used by officials on a daily basis.
In this sense, in the framework of my fellowship, my JWG has sent a survey to many major LDT projects around the world, and we are now gathering the results and statistics. The result will be a gap analysis and a technical report, which will enable advice to all relevant major SDO:s on how to develop or change their standards to fit better together.
My work in ITU addresses the priorities of the call pertaining to smart cities and communities, technologies and services for smart and efficient energy use, and citizen centric digital public services and EMC radiation.
