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SEMINAR REPORT

ONADVANCED ACCIDENT PREVENTION SYSTEM

________________________________________________ Seminar Report submitted in partial fulfillment

of requirements for the award of B.TECH IN ELECTRONICS ANDTELECOMMUNICATIONOF

BIJUPATNAIKUNIVERSITY OF TECHN OLOG Y ORISSA

Submitted by: DEBIDUTTA PATTANAIK

RE GD NO :

Un der the guida nc e of:

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DEPARTMENTOF

ELETRONICS & TELECOMMUNICATION

CERTIFICATE

This is to cert ify that Deb idu tta Pa ttanaik bear ing regis tr ation No- 0701206296 is a bonafid e student of final year,7 th seme ster o f electro nics and telecomm uni cation

This semina r report e ntitled ADVANCE VEHIC LE ACCI DENT PREVENTI O N SYSTEM is

pre sented successfully by her tow ar ds partial fulfill ment of B-

tech engin eer ing in ENTC ,Engg und er BPUT.

Semina r in cha r ge Guid e HOD( ENTC)

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ACKNOW LE GE E NT

Fir t of a ll I wou l li e to expre my s i cere gr atitude to ou r Alma ma ter,

AJAY BINAYA INSTITUTE OF TE C NOLOGY that gave me such a great

o ppor tunity.

I wou ld li e to thank the Head of the Depar tment of E lectr onics, Pr of. SubuBeher afo r his adv ice thr oug hout the seminar .

I extend my d eepe st sense of g r atitude to Lecturer B.Biswa l, for his sincere

effor t as a s eminar guide.

Now I wou ld lik e to thank a ll the teacher s of the college and my entire batch

mates fo r their su ppor t and encour agement. I tr uly adm ire my parents fo r their

constant encour agement and enduring su ppor t, which is inevitable for the

success of my v enture.

Abov e all, I thank God a lmighty ab iding k ind b lessings fo rever .

DEBIDUTTA PATTANAIK ENT C B 7TH SEM R EGD NO- 0701206366

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AB T AC T

Incidentally, India holds the dubious distinction of registering the highest number of

road accidents in the world. According to the experts at the National Transportation

Planning and Research Centre (NTPRC) the number of road accidents in India is

three times higher than that prevailing in developed countries. The number of

accidents for 1000 vehicles in India is as high as 35 while the figure ranges from 4 to

10 in developed countries.

The principle behind the solution is that we assume an automobile in motion as a

system by itself that consists of the car engine, the mechanics, the electronics and an

independent entity, the driver. The dynamics of vehicle motion is mostly dependent

on the driver who is responsible for actions of vehicle movement, control and

navigation. The root of this problem lies with the driver and the actions of vehicle

control is dependent on an abstract quantity, the attitude of the driver behind the

wheels .

To tackle this problem, we create a machine entity, the Advance Vehicle Accident

Prevention System. It is an embedded intelligence implanted into the automobile, a

cognitive system that gives the vehicle some sort of an entity. The primary function

of this entity is to assess driving attitude by keeping a watch on the driver stability

both mental and physical, observing the driving patterns to arrive at a decision

through a decision making process and to infer whether its a dangerous driving or

a safe one and thereafter take a corrective action.

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CON TE NT

1. IN T ODUC TION 01

2.Road Acci dent Stat is tics I n Ind ia 02

3.M ajor Rea son s Of Road Acci dent s03

4. Th e Ult im ate Solu tion F or Zero Vehicl e Acci dent 1. Vehicular commun ication sys tems 05

2. Intelligent s peed ada ptation o r intelligent s peed adv ice (ISA) 08

3. Ada ptive cr uise contr ol 124. Elec tr onic br ak e force distri bution14

5. Pre-cr as h Sys tem 15

6. Driver dr ows iness d etection17

7. Advan ced f r ont-lighting sys tem (AFS) 18

8. Night vision19

9. Ecall20

5.Re ff eren ce 21

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1

IN T R ODUC T ION

Ever y year more than 1.17 m illion peo ple die in r oad cr ashes a r ound theworld. T he majo rity of these deaths, abou t 70 perce nt occur in develo ping countries.Ind iaover took China to to p the world in r oad fa talities in 2006 and has continued to pull steadily a head , des pite a heavily ag r arian po pulation, f ewer peo ple than China and fa r f ewer car s than many W ester n coun tries. W hile r oad d eaths in many o ther big emer gingmar k ets have decli ned o r stab ilize d in rece nt year s, even as v ehicle sales jum ped, in Ind ia, fatalities a re skyr ock eting u p 40 perce nt in f ive year s to mo re than 118 ,000 in 2008 , the las t f igure ava ilable. A lethal brew of poor r oad plann ing, inad equate law enforce ment, asur ge in tr ucks and car s, and a f lood of un tr ained d river s have mad e India the world's r oaddeath ca pital.

The principle behind the solution is that we assum e an au tomob ile in mo tion as a sys tem by itself that cons ists of the car engine, the mechanics, the elec tr onics and an indepe ndent entity, the driver . T he dynam ics of v ehicle motion is mos tly d epe ndent on the driver whois res pons i ble for actions of v ehicle mov ement, contr ol and nav igation. T he r oot of this pr oblem lies w ith the driver and the actions of v ehicle contr ol is d epe ndent on an abs tr act quan tity, the a ttitude of The driver behind the wheels.

Equippe d w ith latest Senso r s, vehicular networ k , Globa l Pos itioning sys tem, Night visionCam er as T he Aim is to secure our lives and m inimize the r oad a ccidents to zer o.

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ROAD ACCIDENT STATISTICS IN INDIA

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Major Reasons Of Road Acc idents

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Th e Ul tim ate Solu tion F or Zero Vehicle Acci dent : A dvan ced Vehicle Acci dent P revent ion Sys te ms

Advanced Vehicle Accident Prevention Systems , consists of Several sub systems to help thedriver in driving process. When designed with a safe Human-Machine Interface it shouldincrease car safety and more generally road safety. Basically it acts as electronic co-driver andassist the human driver in driving. Besides it takes preventive action as when requireddepending upon situation.

The AVAPS Cons ists Of the following Subsys tems

Vehicular commun ication sys tems

Intelligent s peed ada ptation or intelligent s peed adv ice (ISA)

Ada ptive cr uise contr ol

Elec tr onic br ak e force distri bution

Pre-cr as h Sys tem

Driver dr ows iness d etection

Advan ced f r ont-lighting sys tem (AFS)

Tr aff ic sign rec ognition

Driver dr ows iness d etection

Night vision

Ecall

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Vehicul ar C ommu nicat ion Sys te m

Vehicular Communication Systems are an emerging type of networks in which vehicles androadside units are the communicating nodes; providing each other with information , such assafety warnings and traffic information. As a cooperative approach , vehicular communicationsystems can be more effective in avoiding accidents and traffic congestions than if each vehicletries to solve these problems individually.

Generally vehicular networks are considered to contain two types of nodes; vehicles and roadsidestations. Both are Dedicated Short Range Communications (DSRC) devices. DSRC works in5.9 GHz band with bandwidth of 75 MHz and approximate range of 1000m.The network shouldsupport both private data communications and public (mainly safety) communications but higher priority is given to public communications. Vehicular communications is usually developed as apart of Intelligent Transport Systems (ITS). ITS seeks to achieve safety and productivity throughintelligent transportation which integrates communication between mobile and fixed nodes. To thisend ITS heavily relies on wired and wireless communications.

M ot ivat ion The main motivation for vehicular communication systems is safety and eliminating the excessivecost of traffic collisions. According to World Health Organizations (WHO) , road accidents annuallycause approximately 1.2 million deaths worldwide; one fourth of all deaths caused by injury. Alsoabout 50 million persons are injured in traffic accidents. If preventive measures are not taken roaddeath is likely to become the third-leading cause of death in 2020 from ninth place in1990.However the deaths caused by car crashes are in principle avoidable. US Department of Transport states that 21 ,000 of the annual 43 ,000 road accident deaths in the US are caused byroadway departures and intersection-related incidents. This number can be significantly loweredby deploying local warning systems through vehicular communications. Departing vehicles caninform other vehicles that they intend to depart the highway and arriving cars at intersections cansend warning messages to other cars traversing that intersection. Studies show that in WesternEurope a mere 5 km/hr decrease in average vehicle speeds could result in 25% decrease indeaths. Policing speed limits will be notably easier and more efficient using communication

technologies. Although the main advantage of vehicular networks is safety improvements , there are severalother benefits. Vehicular networks can help in avoiding congestion and finding better routes byprocessing real time data. This in return saves both time and fuel and has significant economicadvantages.

T ech n ical Sp ecific at ion Two categories of draft standards provide outlines for vehicular networks. These standardsconstitute a category of IEEE standards for a special mode of operation of IEEE 802.11 for vehicular networks called Wireless Access in Vehicular Environments (WAVE). 802.11p is anextension to 802.11 Wireless LAN medium access layer (MAC) and physical layer (PHY)specification. As of November 2006 Draft 1.3 of this standard is approved . 802.11p aims toprovide specifications needed for MAC and PHY layers for specific needs of vehicular networks.1609 is a family of standards which deals with issues such as management and security of thenetwork:

1609.1 -Resource Manager: This standard provides a resource manager for WAVE , allowing

communication between remote applications and vehicles.

1609.2 -Security Services for Applications and Management Messages

1609.3 -Networking Services: This standard addresses network layer issues in WAVE.

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1609.4 -Multi-channel Operation: This standard deals with communications through multiple

channels.

The current state of these standards is trial-use. A vehicular communication networks whichcomplies with the above standards supports both vehicular on-board units (OBU) and roadsideunits (RSU). RSU acts similar to a wireless LAN access point and can provide communicationswith infrastructure. Also , if required , RSU must be able to allocate channels to OBUs. There is athird type of communicating nodes called Public Safety OBU (PSOBU) which is a vehicle withcapabilities of providing services normally offered by RSU. These units are mainly utilized inpolice cars , fire trucks , and ambulances in emergency situations.

As mentioned before DSRC provides several channels (seven 10 MHz channels in North America) for communications. Standards divide the channels into two categories: a controlchannel and service channels. Control channel is reserved for broadcasting and coordinatingcommunications which generally takes place in other channels. Although DSRC devices areallowed to switch to a service channel , they must continuously monitor the control channel. Thereis no scanning and association as there is in normal 802.11. All such operations are done via abeacon sent by RSUs in the control channel. While OBUs and RSUs are allowed to broadcastmessages in the control channels , only RSUs can send beacon messages.

In North America DSRC devices operate over seven 10 MHz channels. Two of the channels areused solely for public safety applications which means that they can only be used for communications of message with a certain priority or higher.

.

Applic at ion s

Vehicular communication networks will provide a wide range of applications with differentcharacteristics. As these networks have not yet been implemented , a list of such applications isspeculative and apt to change in the future (However safety , which is the main purpose of thesenetworks , will most probably remain the most important applications). Furthermore some of theseapplications require technologies that are not available now. Ultimately we would like to delegate

the full handling control of our cars to the vehicles themselves; somewhat similar to autopilot. Theclassifications of applications is not unique and many institutions involved in intelligenttransportation systems propose their own set of applications and classifications. We classify thepossible applications in the following categories

Saf ety Tr aff ic manag ement Driver ass istance sys tems Policing and enforce ment

Saf ety

Providing safety is the primary objective of vehicular communication networks. Vehicles whodiscover an imminent danger such as an obstacle inform others. Electronic sensors in each car can detect abrupt changes in path or speed and send an appropriate message to neighbors.Vehicles can notify close vehicles of the direction they are taking so the drivers can make better decisions; a more advanced version of turn signals. In more advanced systems , at intersections

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the system can decide which vehicle has the right to pass first and alert all the drivers. Some of the immediate applications are:

Warnings on entering intersections.

Warnings on departing the highways

Obstacle discoverySudden halts warnings

Reporting accidents

Lane change warnings

Tr aff ic manag ement

Traffic management is utilized by authorities to ease traffic flow and provide a real time responseto congestions. Authorities may change traffic rules according to a specific situation such as hotpursuits and bad weather. Applications include:

Variable speed limits

Adaptable traffic lights

Accommodating ambulances , fire trucks , and police cars

Driver ass istance sys tems

Roadside units can provide drivers with information which help them in controlling the vehicle.Even in the absence of RSUs , small transmitters may be able to issue warnings such as bridge or tunnel height or gate width:

Parking a vehicle

Cruise control

Lane keeping assistance

Road sign recognition

Policing and enforce ment

Police can use vehicular communications in several ways:

Surveillance

Speed limit warnings

Restricted entries

Pull-over commands

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Inte llig ent sp eed ada ptat ion or inte llig ent sp eed adv ice (ISA)

Intelligent Speed Adaptation (ISA), also known as Intelligent Speed Assistance , is any systemthat constantly monitors vehicle speed and the local speed limit on a road and implements anaction when the vehicle is detected to be exceeding the speed limit. This can be done through anadvisory system , where the driver is warned , or through an intervention system where the drivingsystems of the vehicle are controlled automatically to reduce the vehicles speed.

Intelligent speed adaptation uses information about the road on which the vehicle travels to makedecisions about what the correct speed should be. This information can be obtained through useof a digital maps incorporating roadway coordinates as well as data on the speed zoning forthatroadway at that location , through general speed zoning information for a defined geographicalarea (e.g. , an urban area which has a single defined speed limit) , or through feature recognitiontechnology that detects and interprets speed limit signage. ISA systems are designed to detectand alert a driver when a vehicle has entered a new speed zone , when variable speed zones arein force (e.g. , variable speed limits in school zones that apply at certain times of the day and onlyon certain days) , and when temporary speed zones are imposed (such as speed limit changes inadverse weather or during traffic congestion , at accident scenes , or near roadworks). Many ISAsystems will also provide information about locations where hazards may occur (e.g. , in highpedestrian movement areas , railway level crossings or railroad grade crossings , schools , hospitals , etc.) or where enforcement actions is indicated (e.g. , speed camera and red lightcamera locations). The purpose of ISA is to assist the driver in keeping to the lawful speed limit atall times , particularly as they pass through different speed zones. This is particularly useful whendrivers are in unfamiliar areas or when they pass through areas where variable speed limits areused.

Most motorists do not appreciate the extra risks involved in travelling just a few km/h over thespeed limit. Most think that the risk of a casualty crash is doubled if you are travelling at least25 km/h over the speed limit. Research has found that that , in urban areas , the risk of a casualtycrash is doubled for each 5 km/h over the limit. So travelling at 70 km/h in a 60 km/h zonequadruples the risk of a crash in which someone is hospitalized. As a result , it is estimated thatabout 10% of casualties could be prevented if the large group of motorists who routinely travel atup to 10 km/h over the limit were encouraged to obey the speed limits. About 20% of casualtiescould be prevented if all vehicles complied with the speed limits. Savings in fatal crashes wouldbe larger. Minor" speeding therefore makes up a large proportion of preventable road trauma. It isdifficult for enforcement methods alone to have an effect on this minor speeding. An addedproblem is that even motorists who want to obey the speed limits (to keep their life , license or livelihood) have difficulty doing so in modern cars on city roads. This is where an ISA systemcomes into its own

Ty pes Of ISA

The two types of ISA systems , passive and active , differ in that passive systems simply warn thedriver of the vehicle travelling at a speed in excess of the speed limit , while active systemsintervene and automatically correct the vehicles speed to conform with the speed limit. Passive

systems are generally driver advisory systems: They alert the driver to the fact that they arespeeding , provide information as to the speed limit , and allow the driver to make a choice on whataction should be taken. These systems usually display visual or auditory cues , such as auditoryand visual warnings and may include tactile cues such as a vibration of the accelerator pedal.Some passive ISA technology trials have used vehicle modified to provide haptic feedback , wherein the accelerator pedal becomes more resistant to movement (i.e. , harder to push down)when the vehicle travels over the speed limit. Active ISA systems actually reduce or limit thevehicles speed automatically by manipulating the engine and/or braking systems. Most active ISAsystems provide an override system so that the driver can disable the ISA , if necessary , on atemporary basis.

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An often unrecognized feature of both active and passive ISA systems is that they can serve ason-board vehicle data recorders , retaining information about vehicle location and performance for later checking and fleet management purposes.

S peed And Lo cation D etection T echnique

There are four types of technology currently available for determining local speed limits on a road

and determining the speed of the vehicle. These are:

GPS

Radio Beacons

Optical recognition

Dead Reckoning

Globa l Pos itioning (GPS ) Bas ed Sys tems

GPS is based on a network of satellites that constantly transmit radio signals. GPS receivers pickup these transmissions and compare the signals from several satellites in order to pinpoint thereceivers location to within a few meters. This is done by comparing the time at which the signalwas sent from the satellite to when it was picked up by the receiver. Because the orbital paths of the satellites are known very accurately , the receiver can perform a calculation based on itsdistance to several of the orbiting satellites and therefore obtain its position. There are currently24 satellites making up the GPS network , and their orbits are configured so that a minimum of fivesatellites are available at any one time for terrestrial users. Four satellites is the minimum number of satellites required to determine a precise three-dimensional position.

The popularity of GPS in current ISA and in car navigation systems may give the impression thatGPS is flawless , but this is not the case. GPS is subject to a number of fundamental problems.Many of these problems relate to the accuracy of the determined position. The receiver still getsthe signal from the satellites , but due to satellites' ephemeris uncertainties , propagation errors , timing errors , multiple signal propagation path , and receiver noises , the position given can beinaccurate. Usually these inaccuracies are small and range from five to ten meters for mostsystems , but they can be up to hundreds of meters. In most situations this may not matter , butthese inaccuracies can be important in circumstances where a high speed road is locatedimmediately adjacent to roads with much lower speed limits (e.g. , residential streets).Furthermore , because GPS relies upon a signal transmitted from a satellite in orbit , it does notfunction when the receiver is underground or in a tunnel , and the signal can become weak if tallbuildings , trees , or heavy clouds come between the receiver and the satellites. Currentimprovements being made to the GPS satellite network will help to increase GPS reliability andaccuracy in the future but will not completely overcome the fundamental shortcomings of GPS. Inorder to be used for ISA systems , GPS must be linked to a detailed digital map containinginformation such as local speed limits and the location of known variable speed zones , e.g. ,

schools. Advanced digital maps have the capacity for real-time updating to include information onareas where speed limits should be reduced due to adverse weather conditions or aroundaccident scenes and road works.

Radio Beacons Roadside radio beacons , or bollards , work by transmitting data to a receiver in the car. Thebeacons constantly transmit data that the car-mounted receiver picks up as it passes eachbeacon. This data could include local speed limits , school zones , variable speed limits , or trafficwarnings. If sufficient numbers of beacons were used and were placed at regular intervals , they

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could calculate vehicle speed based on how many beacons the vehicle passed per second.Beacons could be placed in/on speed signs , telegraph poles , other roadside fixtures , or in theroad itself. Mobile beacons could be deployed in order to override fixed beacons for use aroundaccident scenes , during poor weather , or during special events. Beacons could be linked to amain computer so that quick changes could be made.

The use of radio beacons is common when ISA systems are used to control vehicle speeds in off road situations , such as factory sites , logistics and storage centers , etc. , where occupationalhealth and safety requirements mean that very low vehicle speeds are required in the vicinity of workers and in situations of limited or obscured visibility.

O ptical Rec ognition

So far , this technology has been focused solely on recognizing speed signs. However , other roadside objects , such as the reflective "cats eyes" that divide lanes could possibly be used. Thissystem requires the vehicle to pass a speed sign or similar indicator and for data about the sign or indicator to be registered by a scanner or a camera system. As the system recognizes a sign , thespeed limit data is obtained and compared to the vehicles speed. The system would use thespeed limit from the last sign passed until it detects and recognizes a speed sign with a differentlimit. If speed signs are not present , the system does not function. This is a particular problemwhen exiting a side road onto a main road , as the vehicle may not pass a speed sign for somedistance.

Dead R ock ing

Dead reckoning (DR) uses a mechanical system linked to the vehicles driving assembly in order to predict the path taken by the vehicle. By measuring the rotation of the road wheels over time , afairly precise estimation of the vehicles speed and distance traveled can be made. Deadreckoning requires the vehicle to begin at a known , fixed point. Then , by combining speed anddistance data with factors such as the angle of the steering wheel and feedback from specializedsensors (e.g. , accelerometers , flux gate compass , gyroscope) it can plot the path taken by thevehicle. By overlaying this path onto a digital map , the DR system knows approximately where thevehicle is , what the local speed limit is , and the speed at which the vehicle is traveling. Thesystem can then use information provided by the digital map to warn of upcoming hazards or points of interest and to provide warnings if the speed limit is exceeded. Some top-end GPS-based navigation systems currently on the market use dead reckoning as a backup system incase the GPS signal is lost. Dead reckoning is prone to cumulative measurement errors such asvariations between the assumed circumference of the tyres compared to the actual dimension(which is used to calculate vehicle speed and distance traveled). These variations in the tyrecircumference can be due to wear or variations in tyre pressure due to variations in speed , payload , or ambient temperature. Other measurement errors are accumulated when the vehiclenavigates gradual curves that inertial sensors (e.g. , gyroscopes and/or accelerometers) are notsensitive enough to detect or due to electromagnetic influences onmagnetic flux compasses(e.g. , from passing under power lines or when travelling across a steel bridge) and throughunderpasses and road tunnels

Comm erci al Use

Strategic thinking in traffic safety acknowledges that Intelligent Transportation Systems (ITS) , andin-vehicle technologies in particular , hold promise as safety measures to counter the risk of roadcrashes and the trauma arising from crashes. However , road safety practitioners have beenhesitant in embarking on vigorous pursuit of emerging technologies in crash avoidance andoccupant protection. This is perhaps best described as a combination of appropriate caution , bureaucratic reluctance , tinged perhaps with historical bias and lack of knowledge. It isrecognized that it is difficult indeed to identify just which of a number of future or proposedtechnologies will prove to be viable , and to identify those future or proposed technologies that willnot , as time progresses , result in significant commercial implementation. Perhaps it is because of

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such concerns that the development of ISA systems under research and development programsfunded by governments has remained at the prototype or trial stages , despite positiveexperiences and strong endorsement of ISA technologies for more than a decade.

It is thus not surprising that the commercialization of ISA systems occurred outside of themainstream traffic safety community and with only very limited governmental support.

In Australia in 2007 two ISA products emerged in the marketplace and have since establishedcommercial success. Some road safety researchers are surprised that Australia is leading theworld with this technology.

Speed Alert is a passive ISA product marketed by Smart Car Technologies , based in SydneyNSW. It offers full national speed zoning information embedded within a GPS-based navigationsystem , providing drivers with information on speed limits and vehicle speed , as well as relatedinformation on locations such as schools , railway level crossings , speed camera sites , etc.. Thesoftware is easily affordable for both fleet and private drivers , typically selling for about A$200.

Speed Shield is an active ISA product marketed by Auto motion Control Systems , based inMelbourne , Vic. It offers speed zoning information embedded within a GPS-based navigationsystem , providing drivers with information on speed limits and vehicle speed and is combined withtechnology that intervenes and controls the vehicle speed to no faster than the posted speed limitfor that section of roadway. The technology is generally transferrable across vehiclemanufacturers and models , but must be configured for an individual make and model. As the costis variable (estimated to be A$13 ,000 depending on vehicle type and number of vehicles to befitted), its commercial use has tended to be into vehicle fleet operations rather than privateowners.

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Adapt ive cru ise contro l

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Ty pes Laser-based sys tems are s i! " ifi# an tly l$ % er in # $ s t t& an radar -based sys tems ; & $ % ever, laser -based A' ' sys tems do no t de tec t and track veh ic les % e ll in adverse % ea ther cond itions nor do they track ex treme ly d ir ty

(

non-re flec tive) veh ic les very % e ll. Laser-based sensors mus t be exposed, the sensor

(

a f a ir ly-large b lack box) is typ ica lly f ound in the lower gr ille off se t to one s ide of the veh icle .

) adar-based sensors can be h idden beh ind p las tic f asc ias ; however, the f asc ias may look d iff eren t f rom a veh icle withou t the f ea ture . 0 or examp le, 1 ercedes packages the radar beh ind the upper gr ille in the cen ter ; however, the 1 ercedes gr ille on such app lica tions con ta ins a so lid p las tic pane l in f ron t of the radar with pa in ted s la ts to s imu la te the s la ts on the res t of the gr ille .

) adar-based sys tems are ava ilab le on many luxury cars as an op tion f or approx . 2 3 3 3 -3000 4 S

5

/euro . Laser-based sys tems are ava ilab le on some near luxury and luxury cars as an op tion f or approx .

6

00-600 4 S5

/euro .

Co-oper ating Sys tem s

) adar-based A' ' often f ea ture a P re-crash sys tem, wh ich warns the dr iver and /or prov ides brake suppor t if there is a h igh r isk of a co llis ion . Also in cer ta in cars it is incorpora ted with a lane ma in ta in ing sys tem wh ich prov ides power s teer ing ass is t to reduce s teer ing inpu t burden in corners when the cru ise con tro l sys tem is ac tiva ted .

7 PS -a ided A' ' : the 7 PS nav iga tion sys tem prov ides gu idance inpu t to the A' ' . 8 n the mo torway, the car in the f ron t is s low ing down, bu t with turn s igna l on and it is ac tua lly head ing f or

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a highway off-ramp. A conventional ACC would sense the car in front was decelerating and itwould simply apply brakes accordingly. But with GPS-guided ACC takes into account theapproaching highway exit and it simultaneously receives images from the camera attached to therearview mirror on the front. The camera can detect the turn signal from the car ahead. So insteadof braking , this new system continues uninterrupted , because it knows that the car in front will exitthe lane.

Ava ilab le Sys tems

Mitsubishi was the first automaker to offer a laser-based ACC system in 1995 on the JapaneseDiamante. Marketed as "Preview Distance Control" , this early system did not apply the brakesand only controlled speed through throttle control and downshifting.

In August 1997 , Toyota began to offer a "radar cruise control" system on theCelsior. Toyotafurther refined their system by adding "brake control" in 2000 and "low-speed tracking mode" in2004. The low-speed speed tracking mode was a second mode that would warn the driver if thecar ahead stopped and provide braking; it could stop the car but then deactivated.In 2006 , Toyota introduced its "all-speed tracking function" for the Lexus LS 460. This system maintainscontinuous control from speeds of 0 km/h to 100 km/h and is designed to work under repeatedstarting and stopping situations such as highway traffic congestion. The Lexus division was the

first to bring adaptive cruise control to the US market in 2000 with the LS 430's Dynamic Laser Cruise Control system.

Mercedes introduced Distronic in late 1998 on the S-class. For 2006 , Mercedes-Benz refined theDistronic system to completely halt the car if necessary (now called 'Distronic Plus' and offered ontheir E-Class and S-Class range of luxury sedans) , a feature now also offered by Bosch as 'ACCplus' and available in the Audi Q7 , the Audi Q5 , 2009 Audi A6 and the new 2010 Audi A8. The

Audi A4 is available with an older version of the ACC that does not stop the car completely. In anepisode of Top Gear , Jeremy Clarkson demonstrated the effectiveness of the cruise control

system in the S-class by coming to a complete halt from motorway speeds to a round-about andgetting out , all without touching the pedals.

Jaguar began offering a system in 1999; BMW's Active Cruise Control system went on sale in

2000 on the 7-series and later in 2007 , added a system called Stop-and-Go system to the 5-series. Volkswagen and Audi introduced their own systems in 2002through the radar manufacturer Auto cruise.

In the United States , Acura first introduced Adaptive Cruise Control (ACC) integrated with aCollision Mitigation Braking System (CMBS) in the late calendar year 2005 in the model year 2006 Acura RLas an optional feature. ACC and CMBS also became available as optional featuresin the model year the 2010 Acura MDX Mid Model Change (MMC) and the newly introducedmodel year 2010Acura ZDX.

E lectron ic b rake f or ce distr ibu tion

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Electronic brake force distribution (EBD or EBFD) , Electronic brakeforcelimitation (EBL) or Electronic brake assist (EB A) is an automobile brake technology thatautomatically varies the amount of force applied to each of a vehicle's brakes , based on roadconditions , speed , loading , etc. Always coupled with anti-lock braking systems , EBD can applymore or less braking pressure to each wheel in order to maximize stopping power whilstmaintaining vehicular control. Typically , the front end carries the most weight and EBD distributesless braking pressure to the rear brakes so the rear brakes do not lock up and cause a skid.In

some systems , EBD distributes more braking pressure at the rear brakes during initial brakeapplication before the effects of weight transfer become apparent.

How E BD Wo r ks

"The job of the EBD as a subsystem of the ABS system is to control the effective adhesionutilization by the rear wheels. The pressure of the rear wheels is approximated to the ideal brakeforce distribution in a partial braking operation. To do so , the conventional brake design ismodified in the direction of rear axle over braking , and the components of the ABS are used. EBDreduces the strain on the hydraulic brake force proportioning valve in the vehicle. EBD optimizesthe brake design with regard to: adhesion utilization; driving stability; wear; temperature stress;and pedal force."

EBD may work in conjunction with ABS and Electronic Stability Control ("ESC") to minimize yawaccelerations during turns. ESC compares steering wheel angle to vehicle turning rate using ayaw rate sensor. "Yaw" is the vehicle's rotation around its vertical center of gravity (turning left or right). If the yaw sensor detects more/less yaw than the steering wheel angle should create , thecar is under steering or over steering and ESC activates one of the front or rear brakes to rotatethe car back into its intended course. For example , if a car is making a left turn and begins tounder steer (the car plows forward to the outside of the turn) ESC activates the left rear brake , which will help turn the car left. The sensors are so sensitive , and the actuation is so quick thatthe system may correct direction before the driver reacts. ABS helps prevent wheel lock-up andEBD helps apply appropriate brake force to make ESC work effectively

P re C ra sh Sys te m

A precrash system is a automobile safety system designed to reduce the severity of an accident.Most are also known as forward collision warning systems which use radar and sometimes laser

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sensors to detect an imminent crash. Depending on the system they may warn the driver , precharge the brakes , Inflats seats for extra support , moves the passenger seat to a better position , folds up the rear head rest for whip lash , retract the seat belts removing excess slackand automatically apply partial or full braking to minimize the crash severity

(2008 LS 600h forward PCS diagram , with radar (b lue) and infrared (red) coverage)

Toyota Motor Corporation's Pre-Collision System (PCS),

the first production forward warningcollision system , is used on the manufacturer's Lexus and Toyota brand vehicles. It is aradar-based system which uses a forward facing millimeter-wave radar. When the system determines afrontal collision is unavoidable it preemptively tightens the seat belts removing any slack and pre-charges the brakes using brake assist to give the driver maximum stopping power instantly whenthe driver depresses the brake pedal. Toyota launched PCS in February 2003 on theredesigned Japanese domestic market Harrier and in August 2003 added an automatic partialpre-crash braking system to the Celsior. In September 2003 , PCS made its first appearance inNorth America on the Lexus LS 430 , becoming the first such system offered in the US.In 2004 , Toyota advanced the system by adding to the radar a single digital camera to improve accuracyof collision forecast and warning , control levels , it was first available on the Crown Majesta. In2006 , the debut of the Lexus LS featured a further advanced version of the PCS; this newer version dubbed Advanced Pre-Collision System (APCS) added a twin-lens stereo camera locatedon the windshield and a more sensitive radar to detect for the first time smaller "soft" objects suchas animals and pedestrians. A near-infrared projector located in the headlights allows the systemto work at night. By using the LS's Adaptive Variable Suspension (AVS) and electric VariableGear Ratio Steering (VGRS) the system can change the suspension damper firmness , steeringgear ratios and torque assist to aid the driver's evasive steering measures in a system known as"Collision-avoidance Steering Support". The Lane Keep Assist system will make automaticsteering adjustments to help ensure the vehicle maintains its lane in case the driver fails to react.

Also unveiled for the 2007 model year , the world's first Driver Monitoring System was introducedon the Lexus LS , using a CCD camera on the steering column , this system monitors the driver'sface to determine where the driver is looking. If the driver's head turns away from road and afrontal obstacle is detected the system will alert the driver using a buzzer and if necessary pre-charge the brakes and tighten the safety belts. A later version of the Driver Monitoring System

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found in 2008 on the Crown monitors the driver's eyes to detect the driver's level of wakefulness.This system is designed to work if the driver is wearing sunglasses and at night.

Toyota began using Night View on the JDM 2002 Toyota Land cruiser Cygnus and on the2003 Lexus LX 470 available in US market. In 2008 Toyota added a pedestrian detection featureon the Crown which highlights pedestrians and presents them on an LCD display located in frontof the driver. ] The latest Crown also uses a GPS-navigation linked brake assist function. Thesystem is designed to determine if the driver is late in decelerating at an approaching stop sign , itwill then sound an alert and can also precharge the brakes to provide optimum braking force if deemed necessary. This system works in certain Japanese cities and requires Japan specificroad markings which are detected by a camera.

In March 2009 on the redesigned Crown Majesta , Toyota again further advanced the "PCS"adding a front-side millimeter-wave radar to detect potential side collisions primarily atintersections or when another vehicle crosses the center line. The latest version tilts the rear seatupward placing the passenger in a more ideal crash position if it detects a front or rear impact.This latest Crown also features a new rear center airbag.

Dr iver Drow sine ss D ete ction

T echniqu es f or Dete ct ing D row sy D r iver sPossible techniques for detecting drowsiness in drivers can be generally divided into the

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f ollow ing ca tegor ies : sens ing of phys io log ica l charac ter is tics, sens ing of dr iver opera tion, sens ing of veh ic le response, mon itor ing the response o f dr iver .

Mon itor ing P ys iolog ica l C aracter ist icsAmong these me thods, the techn i9 ues tha t are bes t, based on accuracy are the ones based on human phys io log ica l phenomena . @ h is techn i9 ue is imp lemen ted in two ways : measur ing changes in phys io log ica l s igna ls, such as bra in waves, hear t ra te, and eye b link ing ; and measur ing phys ica l changes such as sagg ing pos ture, lean ing of the dr ivers head and the open /c losed s ta tes of the eyes . @ he firs t techn i9 ue, wh ile mos t accura te, is no t rea lis tic, s ince sens ing e lec trodes wou ld have to be a ttached direc tly on to the dr ivers body, and hence be annoy ing and dis trac ting to the dr iver . In add ition, long time dr iving wou ld resu lt in persp ira tion on the sensors, d im inish ing the ir ab ility to mon itor accura te ly. @ he second techn i9 ue is we ll su ited f or rea l wor ld dr iving cond itions s ince it can be non- in trus ive by us ing op tica l sensors of video cameras to de tec t changes .

Ot er Met ods

A r iver opera tion and veh ic le behav ior can be imp lemen ted by mon itor ing the s teer ing whee lmovemen t, acce lera tor or brake pa tterns, veh ic le speed, la tera l acce lera tion, and la tera ld isp lacemen t. @ hese too are non- in trus ive ways of de tec ting drows iness, bu t are limited to veh ic le type and dr iver cond itions . @ he fina l techn i9 ue f or de tec ting drows iness is by B C mon itor ing the response of the dr iver . @ h is invo lves per iod ica llyreques ting the dr iver to send a response to the sys tem to ind ica te a ler tness . @ he prob lem with th is techn ique is tha t itwill even tua lly become tiresome and annoy ing to the dr iver .

Ad vanced front- lig t ing system (AFS)

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There has been a recen t resurgence in in teres t in the idea of mov ing or op tim iD ing the head ligh tbeam in response no t on ly to veh icu lar s teer ing and suspens ion dynam ics, bu t a lso to amb ien twea ther and vis ibility cond itions, veh ic le speed, and road curva ture and con tour . A task f orce under the E E

F

EKAorgan iD a tion, composed pr imar ily of European au tomakers, ligh ting compan ies and regu la tors began work ing to deve lop des ign and per f ormance spec ifica tions f or wha t is known as advanced f ron t-ligh ting sys tems, common ly AFS .

G

anu f ac turers such as B

G

H , Toyo ta, Skoda and Vauxha ll/I

pe l have re leased veh ic les equ ipped with A P S s ince Q

003 .R a ther than the mechan ica l linkages emp loyed in ear lier d irec tiona l-head lamp sys tems, A P Sre lies on e lec tron ic sensors, transducers and ac tua tors .

I

ther A P S t echn iques inc lude spec ia laux iliary op tica l sys tems within a veh ic le's head lamp hous ings . These aux iliary sys tems may be sw itched on and off as the veh ic le and opera ting cond itions ca ll f or ligh t or darkness a t the ang les covered by the beam the aux il iary op tics produce . A typ ica l sys tem measures s teer ing ang le and veh ic le speed to sw ive l the head lamps . The mos t advanced A P S sys tems use

S

PS s igna ls to an ticipa te changes in road curva ture, ra ther than s imp ly reac ting to them

(Symme tr ica l high beam illum ina tion of road sur f ace)

Nig t V ision

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Car T

ead ligh ts are a narrow penc il-beam of ligh t in tended to look down the road a given d is tance .They can t illum ina te the en tire scene ahead withou t blind ing oncom ing dr ivers ,Some times th is means you canno t see threa ts or obs tac les on the road wh iledr iving a t nigh t . U ur ther some when cars com ing a t the dr iver ,the dr iver somewha t blinded by the ligh ts V f or a momen t the dr iver canno t see the road edge as we ll and the dr iver may bare ly m iss a pedes tr ian .

W igh t Vis ion sys tem X ses inf rared Energy as a flood ligh t because it canno t be seen by the human eye and thus its no t a prob lem f or o ther dr ivers .Since it canno t be seen by the dr iver e ither spec ia l camera picks up the inf ra-red ligh t and conver ts it to vis ible ligh t on a dashboard d isp lay .

Eca ll(Em ergen cy a ll)

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The in-vehicle eCall is an emergency call generated either manually by the vehicle occupants or automaticallyvia activation of in-vehicle sensors after an accident. When activated , the in-vehicleeCall device will establish an emergency call carrying both voice and data directly to the mostappropriate emergency response service ,normally a 112 Public Safety Answering Point (PSAP).The voice call enables the vehicle occupants to communicatewith the trained PSAP operator. At

the same time , a minimum set of data is sent to the PSAP operator containinginformation about the incident including time , precise location , the direction the vehicle wastravelling and vehicle identification.The pan-European eCall service aims to be operative for allvehicles travelling within Europe irrespective of their country of origin.When fully deployed , aneCall system that provides accurate location data should lead to a higher efficiencyof the rescue chain. This reduces the severity and consequences of accidents by providing faster medical care for road safety victims. The use of eCall has been estimated to decrease thenumber of severe road injuries andfatalities by 5-15%

eCall is a project of the European Commission intended to bring rapid assistanceto motorists involved in a collision anywhere in the European Union. The projects aims to employa hardware black box installed in vehicles that will wirelessly send airbag deployment and impact

sensor information , as well as GPS coordinates to local emergency agencies. eCall buildson E112.

As of 2009 , the European Commission expects implementation by 2014.

Many companies are involved with telematics technology to use in different aspects of eCallincluding in-vehicle systems , wireless data delivery , and public safety answering point systems.

Standardization of communication protocols and human language issues are some of theobstacles. Prototypes have been successfully tested with GPRS and in-band signalling over cellular networks. At the same time proprietary eCall solutions that rely on SMS exist alreadytoday from car makers such as BMW , PSA and Volvo Cars.

Once in active deployment , other telematic services are expected to explode such as routeadvisories and traffic information.

The project also is supported by the European Automobile Manufacturers Association (ACEA) , aninterest group of European automobile , bus and truck manufacturers , andERTICO , a nonprofitorganization promoting the implementation of intelligent transportation systems and serviceproviders in Europe. Many of the stakeholder companies involved with telematics technologyhave membership in ERTICO or ACEA. An advantage of this membership is increased ability toinfluence developing eCall standards.

REFFE REN C E

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1. www.wikipedia.org

2. www.google.com

3. www.thinkingcars.com

4. www.esafetysupport.org