Cruise Control Devices

SEMINAR REPORT On CRUISE CONTROL DEVICES Submitted by
ADITYA KUMAR
in partial fulfillment for the award of the degree of
BACHELOR OF TECHNOLOGY
in COMPUTER SCIENCE AND ENGINEERING
SCHOOL OF ENGINEERING
COCHIN UNIVERSITY OF SCIENCE AND TECHNOLOGY, COCHIN 682022

OCTOBER 2008
DIVISION OF COMPUTER SCIENCE & ENGINEERING SCHOOL OF ENGINEERING COCHIN UNIVERSITY OF SCIENCE & TECHNOLOGY, KOCHI 682022
Certificate
This is to certify that the seminar report entitled CRUISE CONTROL DEVICES submitted by ADITYA KUMAR, emester VII, in partial fulfillment of the requirement of the award of B-Tech degree in C!"#$%&' S(i&n(& )n* En+in&&'in+, Cochin Uni ersity of !cience and Technology" is a bonafide record of the seminar presented by him during the academic year #$$%& & 'r& Vinod (umar )) !eminar *uide 'r& +a id )eter ! ,ead of the +epartment
)lace- (ochi +ate-
A(,n!-.&*+&"&n%
.t the outset" we than/ *od almighty for ma/ing our endea or a success& 0e also e1press our gratitude to M'/ D)0i* P&%&' S" ,ead of the +epartment for pro iding us with adequate facilities" ways and means by which we were able to complete this seminar&
0e e1press our sincere gratitude to our seminar *uide M'/ Vin!* ,$")' PP, !enior 2ecturer" Computer 3ngineering +i ision for his constant support and aluable suggestions without which the successful completion of this seminar would not ha e been possible&
0e e1press our immense pleasure and than/fulness to all the teachers and staff of the +epartment of Computer !cience and 3ngineering" CU!.T for their cooperation and support& 2ast but not the least" we than/ all others" and especially our classmates and our family members who in one way or another helped us in the successful completion of this wor/&
ADITYA KUMAR
CONTENTS
1. 2.
INTRODUCTION PRINCIPLE OF ACC 2.1 PRINCIPLE OF ACC 2.2 CONSTITUENTS OF AN ACC SYSTEM
1 2 2 2 4 4 6 6 7 8 11 13 14 14 15 18 18 2# 21
22
3. SENSOR OPTIONS 3.1 LIDAR 3.2 RADAR 3.2.1 PULSE DOPPLER RADAR 3.2.2 EFFECT OF DOPPLER SHIFT 3.2.3 RADAR ANTENNA SCHEMES 3.3 FUSION SENSOR 4. SPACE OF MANEUVERABILITY AND STOPPING DISTANCE: 5. CONTROLLER 5.1ARTIFICIAL COGNITION 5.2. E AMPLE OF ADAPTIVE CRUISE CONTROLLER 6. CO OPERATIVE ADAPTIVE CRUISE CONTROL !CACC" 6.1. MAIN POSTULATIONS ABOUT CACC 7. ADVANTAGES AND DISADVANTAGES 8. CONCLUSION
9. REFERENCE
SL NO
List of Figures Images
page No
1 2 # ' 5 , " . & 1*
Range estimation Using FMCW-LIDAR Block diagram of !lse Do $ara%olic reflector antenna $(ased arra) elements A rotot) e of a car +it( f!sion sensor arrangement Block diagram of sensing and controlling rocess Detection of -e(icle edges %) t(e f!sion sensor Flo+ diagram of controlling rocess Motorola ACC /lectronicall) tied -e(icles ler radar
5 " & 1* 11 12 1# 15 1, 1&
Abstract
0(e conce t of assisting dri-er in t(e task of longit!dinal -e(icle control is kno+n as cr!ise control1 2tarting from t(e cr!ise control de-ices of t(e se-enties and eig(ties3 no+ t(e tec(nolog) (as reac(ed coo erati-e ada ti-e cr!ise control1 0(is a er +ill address t(e %asic conce t of ada ti-e cr!ise control and t(e re4!irement to reali5e its im ro-ed -ersions incl!ding sto and go ada ti-e cr!ise control and coo erati-e ada ti-e cr!ise control1 0(e con-entional cr!ise control +as ca a%le onl) to maintain a set s eed %) accelerating or decelerating t(e -e(icle1 Ada ti-e cr!ise control de-ices are ca a%le of assisting t(e dri-er to kee a safe distance from t(e receding -e(icle %) controlling t(e engine t(rottle and %rake according to t(e sensor data a%o!t t(e -e(icle1 Most of t(e s)stems !se RADAR as t(e sensor 1a fe+ !se LIDAR also1 Controller incl!des t(e digital signal rocessing mod!les and microcontroller c(i s s eciall) designed for act!ating t(rottle and %rake1 0(e sto and go cr!ise control is for t(e slo+ and congested traffic of t(e cities +(ere t(e traffic ma) %e fre4!entl) sto ed1 Coo erati-e controllers are not )et released %!t ost!lations are alread) t(ere1 0(is ler radar and FM-CW LIDAR !sed as sensors and a er incl!des a %rief t(eor) of !lse Do t(e %asic conce t of t(e controller1
Cruise Control Devices
INTRODUCTION
Everyday the media brings us the horrible news on road accidents. Once a report said that the damaged property and other costs may equal 3 % of the worlds gross domestic product. The concept of assisting driver in longitudinal vehicle control to avoid collisions has been a major focal point of research at many automobile companies and research organi ations. The idea of driver assistance was started with the !cruise control devices first appeared in "#$%s in &'(. )hen switched on* this device ta+es up the tas+ of accelerating or bra+ing to maintain a constant speed. ,ut it could not consider the other vehicles on the road. (n !(daptive -ruise -ontrol .(--/ system developed as the ne0t generation assisted the driver to +eep a safe distance from the vehicle in front. -onventional cruise control was capable only to maintain a set speed by accelerating or decelerating the vehicle. (daptive cruise control devices are capable of assisting the driver to +eep a safe distance from the preceding vehicle by controlling the engine throttle and bra+e according to the sensor data about the vehicle. This system is now available only in some lu0ury cars li+e 1ercedes '2class* 3aguar and 4olvo truc+s the &.'. 5epartment of transportation and 3apans (-(6'7 have started developing !8ntelligent 4ehicles that can communicate with each other with the help of a system called ! -o2operative (daptive -ruise -ontrol .this paper addresses the concept of (daptive -ruise and its improved version.
Division of Computer Science and Engineering, SOE, CUSAT
2. ADAPTIVE CRUISE CONTROL (ACC) 2.1 PRINCIPLE OF ACC

(-- wor+s by detecting the distance and speed of the vehicles ahead by using either a 9idar system or a 7adar system .The time ta+en by the transmission and reception is the +ey of the distance measurement while the shift in frequency of the reflected beam by 5oppler Effect is measured to +now the speed. (ccording to this* the bra+e and throttle controls are done to +eep the vehicle the vehicle in a safe position with respect to the other. These systems are characteri ed by a moderately low level of bra+e and throttle authority. (daptive cruise control devices are capable of assisting the driver to +eep a safe distance from the preceding vehicle by controlling the engine throttle and bra+e according to the sensor data about the vehicle. 1ost of the systems use 7(5(7 as the sensor .a few use 985(7 also. -ontroller includes the digital signal processing modules and microcontroller chips specially designed for actuating throttle and bra+e. These are predominantly designed for highway applications with rather homogenous traffic behavior. The second generation of (-- is the 'top and :o -ruise -ontrol .'(--/ whose objective is to offer the customer longitudinal support on cruise control at lower speeds down to ero velocity. The '(-- can help a driver in situations where all lanes are occupied by vehicles or where it is not possible to set a constant speed or in a frequently stopped and congested traffic. There is a clear distinction between (-- and '(-with respect to stationary targets. The (-- philosophy is that it will be operated in well structured roads with an orderly traffic flow with speed of vehicles around ;%+m<hour. )hile '(-- system should be able to deal with stationary targets because within its area of operation the system will encounter such objects very frequently.
2.2 CONSTITUENTS OF AN ACC SYSTEM:

". ( sensor .985(7 or 7(5(7/ usually +ept behind the grill of the vehicle to obtain the information regarding the vehicle ahead. The relevant target data may be velocity* distance* angular position and lateral acceleration.
3. SENSOR OPTIONS:
-urrently four means of object detection are technically feasible and applicable in a vehicle environment. They are 7(5(7 985(7 =&'8O> 'E>'O7' 3.1 LIDAR (Light Detecti ! "!# R"!gi!g) 3.1.1 Li#"$ is an optical remote sensing technology that measures properties of scattered light to find range and<or other information of a distant target. The prevalent method to determine distance to an object or surface is to use laser pulses. 9i+e the similar radar technology* which uses radio waves instead of light* the range to an object is determined by measuring the time delay between transmission of a pulse and detection of the reflected signal. 985(7 The first acc system introduced by Toyota used this method. ,y measuring the beat frequency difference between a =requency 1odulated -ontinuous light )ave .=1-)/ and its reflection. There are several major components to a lidar system? 3.1.2L"%e$ @ A%%2"%%% nm lasers are most common for non2scientific applications. They are ine0pensive but since they can be focused and easily absorbed by the eye the ma0imum power is limited by the need to ma+e them eye2safe. Eye2safety is often a requirement for most applications. ( common alternative "BB% nm lasers are eye2safe at much higher power levels since this wavelength is not focussed by the eye* but the detector technology is less advanced and so these wavelengths are generally used at longer ranges and lower accuracies. They are also used for military applications as "BB% nm is not visible in night vision goggles unli+e the shorter "%%% nm infrared laser. (irborne topographic mapping lidars generally use "%A; nm diode pumped C(: lasers* while bathymetric systems generally use B3D nm frequency doubled diode pumped C(: lasers because B3D nm penetrates water with much much less attenuation than does "%A; nm. 9aser settings include the laser repetition rate .which controls the data collection speed/. Eulse length is generally an attribute of the laser cavity length* the number of passes required through the gain material .C(:* C9=* etc./* and F2switch speed. ,etter target
Division of Computer Science and Engineering, SOE, CUSAT 3
resolution is achieved with shorter pulses* provided the 9idar receiver detectors and electronics have sufficient bandwidth. 3.1.3Sc"!!e$ "!# &tic%@ 6ow fast images can be developed is also affected by the speed at which it can be scanned into the system. There are several options to scan the a imuth and elevation* including dual oscillating plane mirrors* a combination with a polygon mirror* a dual a0is scanner. Optic choices affect the angular resolution and range that can be detected. ( hole mirror or a beam splitter are options to collect a return signal. 3.1.'Recei(e$ "!# $ecei(e$ e)ect$ !ic% @ 7eceivers are made out of several materials. Two common ones are 'i and 8n:a(s. They are made in either E8> diode or (valanche photodiode configurations. The sensitivity of the receiver is another parameter that has to be balanced in a 985(7 design.
ig 1.!ange estimation using "C#$%&DA!
'
( company named 4orad Technologies has developed a system which measured up to one hundred meters. ( low powered* high frequency modulated laser diode was used to generate the light signal. 1ost of the current acc systems are based on $$:6 7(5(7 sensors. The 7(5(7 systems have the great advantage that the relative velocity can be measured directly* and the performance is not affected by heavy rain and fog. 985(7 system is of low cost and provides good angular resolution although these weather conditions restrict its use within a 3% to ;% meters range.
3.2 RADAR (R"#i Detecti ! "!# R"!gi!g):

7(5(7 is an electromagnetic system for the detection and location of reflecting objects li+e air crafts* ships* space crafts or vehicles. 8t is operated by radiating energy into space and detecting the echo signal reflected from an object .target/ the reflected energy is not only indicative of the presence but on comparison with the transmitted signal* other information of the target can be obtained. The currently used !Eulse 5oppler 7(5(7 uses the principle of !5oppler effect in determining the velocity of the target.
3.2.1 PULSE DOPPLER RADAR:

The bloc+ diagram of pulse 5oppler radar is as shown in figure.D.The continuous wave oscillator produces the signal to be transmitted and it is pulse modulated and power amplified. The !duple0er is a switching device which is fast2acting to switch the single antenna from transmitter to receiver and bac+. The duple0er is a gas2discharge device called T72switch. The high power pulse from transmitter causes the device to brea+down and to protect the receiver. On reception* duple0er directs the echo signal to the receiver. The detector demodulates the received signal and the 5oppler filter removes the noise and outputs the frequency shift !fd.
Fig3.2.1. *) c+ #i"g$", - &.)%e D &&)e$ $"#"$
3.2.2 EFFECT OF DOPPLER S/IFT: The transmitter generates a continuous sinusoidal oscillation at frequency !ftwhich is then radiated by the antenna. On reflection by a moving object* the transmitted signal is shifted by the 5oppler Effect by !fd. to the target is ! 8f the range 7* total number of wavelength is !G in the two way2 path is given by* n H D7< G The phase change corresponding to each G HDI 'o total phase change* pHDn J HD.D7< G/ I
'o* if target moves* !7 changes and hence !K also changes. >ow* the rate of change of phase* or the !angular frequency is )HdK<dt H; I .df<dt/< G 9et 4r be the linear velocity* called as !radial velocity )5 H ; I4r< G HDIfd. =dHD4r < G ,ut G H ft* the transmitted velocity. =dH .Dc 4r/< ft 'o by measuring the shift* 4r is found. The !plus sign indicates that the target and the transmitter are closing in. i.e. if the target is near* the echoed signal will have larger frequency.
3.2.3 RADAR ANTENNA SC/EMES:

7adar systems employ a variety of sensing and processing methods to determine the position and speed of vehicles ahead. Two such important schemes are? ". mechanically steered antenna D. electronically steered antenna 1. Mech"!ic"))0 %tee$e# "!te!!": ( parabolic reflector is used as mechanically steered antenna. The parabolic surface is illuminated by the source of energy placed at the focus of the parabola. 7otating about originating from focus are reflected parallel to the a0is of parabola. L=ig .3.D.3/.M its a0is* a circular parabola is formed. ( symmetrical beam can be thus obtained. The rays
ig 3.2.3.+ara,olic reflector antenna
1. E)ect$ !ic"))0 %tee$e# &h"%e# "$$"0 $"#"$ "!te!!" ( phased array is a directive antenna made up of a number of individual antennas* or radiating elements. The radiation pattern is determined by the amplitude and phase of current at each of its elements. 8t has the advantage of being able to have its beam electronically steered in angles by changing phase of current at each element. The beam of a large fi0ed phased array antenna is therefore can be rapidly steered from one direction to another without mechanical positioning -onsider the following figure with !> elements placed .equally separated/ with a distance!d apart. 'uppose they have uniform response to signals from all directions. Element !" is ta+en as reference with ero phase.
=ig 3.D.3.. Ehased array elements .e0ample? reception of the beams/ =rom simple geometry* we can get difference between path lengths of beam" and that of beamD is 0 H d sinN* where !N is the angle of incidence of the beams. This gives phase difference between adjacent elements as OH DI .d sinN/< G* where !G is the wave length of the signal. ,ut if the current through a ferro electric element is changed* the dielectric constant !P is changed since electron density is changed* and for an electromagnetic radiation* O H DI0 < HDI0f<v* here the velocity v H "< .QR P/ 6ence OHDI0f .QR P/. 'o if !P is changed !O also changes and inserting !> phase shifting elements to steer the beam* we can obtain an electronically steered beam. 7egardless of the scanning mechanism the radars typically operate in the millimeter wave region at $A2$$ :6 .The system should be HfG
mounted inside the front grille of the car as shown in figure. 'o its si e is to be small. Typical radar produced by 5elphi25elco Electronic systems is having the si e of two stac+ed paper bac+ boo+s .";0$0"% cm/. 3.3 FUSION SENSOR The new sensor system introduced by =ujitsu Ten 9td. and 6onda through their E(T6 program includes millimeter wave radar lin+ed to a A;%0;S% pi0el stereo camera with a ;% degree viewing angle. These two parts wor+ together to trac+ the car from the non2moving objects. )hile 7(5(7 target is the cars rear bumper* the stereo camera is constantly captures all objects in its field of view.
igg3.3 ( prototype of a car with fusion sensor arrangement
1/
=ig 3.3.,loc+ diagram of sensing and controlling process
=ig 3.3.,loc+ diagram of sensing and controlling process
The image processor measures the distances to the objects through triangulation method. This method includes an algorithm based on the detection of the vertical edges and distance. 8ncorporating both the "A2degree field of view of radar and ;%2degree field of view of camera enhances the performance in tight curves.
11
'. SPACE OF MANEUVERA*ILITY AND STOPPIN1 DISTANCE

The space of maneuverability is the space required by the driver to maneuver a vehicle. (n average driver uses larger sideways acceleration while vehicle speed is low. 8f the curve radius of a possible trajectory is !r for a given velocity !v and sideways acceleration !ay *then rH < ay LDM.so to get the required !r *when !v is low* !ay is also to be low correspondingly.
The stopping distance is given by* 5s H .B u <a0 T td u* where !u is the initial speed !td is the time ta+en by the system to receive and process the sensor data and !a0 is the acceleration of the vehicle .the figure shows the detection of edges of the preceding vehicles.
=ig ;.5etection of vehicle edges by the fusion sensor
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5. CONTROLLER
The controller translates the situation into appropriate actions through bra+e and pedal and throttle control actions. 5epending on the present traffic situation* two types of controls are possible. ". 'peed control D. 6eadway control 8f there is no vehicle presently in front* then the speed is controlled about a set point just as in conventional cruise control. ,ut in order to +eep a safe distance between the vehicle s* the headway control is required. 2.1 ARTIFICIAL CO1NITION The conversion of raw information from sensors to control actions by the two steps?2 ". (naly ing the traffic conditions D. 5eciding on a particular situation The controller translates the desired situation into appropriate control action through bra+e and throttle actuation. The controller concept is simplified in the flow2diagram?
13
ig -. lo0 diagram of controlling proces

2.2E3AMPLE OF ADAPTIVE CRUISE CONTROLLER (MOTOROLA ACC) The 1otorola (-- constitutes a 5'E module having 1:TBD%% which provides a multiply2 accumulator. The sensor data such as 7adar information* that from camera and an 87 sensor are processed in it* to generate the input data for the controller modules li+e 6-"D and 1E-BAB.
1'
ig(.2. "otorola ACC
5.2.1 MPC565
8t is a throttle controller or an engine speed controller. 8t consists of the following features
1. '7(1 ."1, to"% 1,/

D. =9('6 "1, 3. EEE7O1 .;U, to 3D U,/ ;. 7eal time cloc+ B. ; 0 &(7T interfaces A. 3 V -(> interfaces $. A;2bit floating point unit.
1(
The 1E- BAB can be programmed to generate the control signals according to the sensor data. !The Ehycore21E- BAB developers are available to program and develop the desired controller. The throttle valve is actuated and the air inta+e is controlled so the requirement of fuel for the right proportion with the air also increases. 'o more fuel is injected and engine speed is changed. B.D.D /C12 AS6-"D has D S2bit accumulators ( and , .referred to as a single "A2bit accumulator* 5* when ( W , are cascaded so as to allow for operations involving "A bits/* D "A2bit registers V and C* a "A2bit program counter* a "A2bit stac+ pointer and an S bit condition code register.. The 45/C12 .AS"D or 6-"D for short/ is a "A2bit microcontroller family from freescale
semiconductor. Originally introduced in the mid "##%s* the architecture isThe 6-"D is a brea+ing controller which receives data from the wheel speed sensors and from the 5'E module. 8t generates the bra+ing control signal. B.D.3 CAN (C !t$ ) A$e" Net6 $+) *US -(> ,&' is the networ+ established between microcontrollers. 8t is aD2wire* half2duple0* high speed networ+ for high speed high speed applications with short messages. 8t can theoretically lin+ up to D%3D devices on a networ+. ,ut today the practical limit is ""% devices. 8t offers high speed communication rate up to "1bits per second and allows real time control. . Each module in the (-- connected to the -(> is called !a node. (ll are acting as transceivers. The -(> bus carries data to and from all nodes and provides quic+er control transfer to each module.The actuator used for throttle control is a solenoid actuator. The signal through the coil can push or pull the plunger
1)
4. COOPERATIVE ADAPTIVE CRUISE CONTROL 7CACC8

Though conventional (-- and '(-- are still e0pensive novelties* the ne0t generation called -ooperative (-- is already being tested. )hile (-- can respond to the difference between its own behavior and that of the preceding vehicle* the -(-- system allows the vehicles to communicate and to wor+ together to avoid collision. Eartners of (dvanced Transit 6ighways .E(T6/ Xa program of -alifornia 5epartment of Transportation and &niversity of -alifornia with companies li+e 6onda conducted an e0periment in which three test vehicles used a communication protocol in which the lead car can broadcast information about its speed* acceleration *brea+ing capacity to the rest of the groups in every D%ms. E(T6 is dedicated to develop systems that allow cars to set up platoons of vehicles in which the cars communicate with each other by e0changing signals using protocols li+e ,luetooth.
).1 MAIN POSTULATIONS A*OUT CACC: 1. 8n -(-- mode* the preceding vehicles can communicate actively with the following s
4ehicle 'o that their speed can be coordinated with each other. D. ,ecause communication is quic+er* more reliable and responsive compared to autonomous sensing as in (--. 3. ,ecause bra+ing rates* brea+ing capacity and other important information about the vehicles can be e0changed* safer and closer vehicle traffic is possible.
1*
igg) .&nder -(--* both the leading and following vehicles are electronically YtiedZ to a
virtual reference vehicle* as well as to each other.
1-
9. ADVANTA1ES
". The driver is relieved from the tas+ of careful acceleration* deceleration and bra+ing in congested traffics. D. ( highly responsive traffic system that adjusts itself to avoid accidents can be developed. 3. 'ince the brea+ing and acceleration are done in a systematic way* the fuel efficiency of the vehicle is increased.
DISADVANTA1ES
". ( cheap version is not yet reali ed. D. ( high mar+et penetration is required if a society of intelligent vehicles is to be formed. 3. Encourages the driver to become careless. 8t can lead to severe accidents if the system is malfunctioning. ;. The (-- systems yet evolved enable vehicles to cooperate with the other vehicles and hence do not respond directly to the traffic signals. B. ( highly responsive traffic system that adjusts itself to avoid accidents can be develop A. 'ince the brea+ing and acceleration are done in a systematic way* the fuel efficiency of the vehicle is
1.
5. CONCLUSION
The accidents caused by automobiles are injuring la+hs of people every year. The safety measures starting from air bags and seat belts have now reached to (--* '(-- and -(-systems. The researchers of 8ntelligent 4ehicles 8nitiative in &'( and the Ertico program of Europe are wor+ing on technologies that may ultimately lead to vehicles that are wrapped in a cocoon of sensors with a 3A% Xdegree view of their surroundings. 8t will probably ta+e decades* but car accidents may eventually become as rare as plane accidents are now* even though the road laws will have to be changed* upto an e0tent since the non2human part of the vehicle controlling will become predominant.
2/
:. REFERENCES
". )illie 5. 3ones* YUeeping cars from crashing.Z * 8EEE 'pectrum 'eptember D%%".
D. E.4enhovens* U. >aab and ,. (diprasto* Y'top (nd :o -ruise -ontrolZ* 8nternational 3ournal of (utomotive Technology* 4ol."* >o.D* D%%%. 3. 1artin 5. (dams* Y-o a0ial range 1easurement2-urrent trends for 1obile robotic (pplicationsZ* 8EEE 'ensors journal* 4ol.D* no." =eb.D%%D. ;. http?<< path.,er+eley.edu B. 1erril 8.'+olni+* Y8ntroduction to 7(5(7 'ystems.ZTata 1c :rawhill edition D%%".
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SEMINAR REPORT On CRUISE CONTROL DEVICES Submitted by

in partial fulfillment for the award of the degree of

COCHIN UNIVERSITY OF SCIENCE AND TECHNOLOGY, COCHIN 682022

)lace- (ochi +ate-

List of Figures Images

1 2 # ' 5 , " . & 1*

5 " & 1* 11 12 1# 15 1, 1&