AUTOPILOT MODE TECHNOLOGY IN VEHICLES

ABSTRACT

Drawing perspectives from science and technology studies, philosophy of science, and
literature from ethics and social justice, this paper examines the promises and challenges
in the development of self-driving vehicle (SDV) technology. We start with the premise
that the combination of different computing technologies embedded in SDVs is a
powerful tool for efficiency in communications, information gathering, processing, and
storage. However, by focusing on efficiency, SDVs provide a new mode of industrialized
transportation whose users can only choose between transportation services, but have
little or no say about the broader social implications of the technology. We argue that
perspectives from social justice and ethics show that SDVs have implications beyond
transportation, with profound consequences for users and societies. In particular, values
such as privacy, security, and responsibility may be changed for good or bad, in both the
short and long-term. The examination of these changes, while the technology is still under
foundational development, is as urgent as it is needed.

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CONTENT

PAGE NO.

1) INTRODUCTION…………………………………………..01

2) COMPONENTS…………………………………………….02

3) WORKING PRINCIPLE…………………………………..03

4) WORKING………………………………………………….04-10

5) BLOCK DIAGRAM………………………………………..11

6) ADVANTAGES AND DISADVANTAGES………………12-13

7) BRIEF HISTORY…………………………………………..14-20

8) CONCLUSION……………………………………………..21

9) REFRENCES……………………………………………….22

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INTRODUCTION

Transportation of people and goods underpins our modern industrialized society. As

Ruth Schwartz Cowan reminds us, “You cannot consume frozen TV dinners or acrylic
knit sweaters or aspirin or a pediatrician’s services unless you can get to them, or unless
someone is willing to deliver them to your door”. With over one billion vehicles in the
world today , the motorized road vehicle is the pillar of modern transportation. Since the
beginning of the 20th century, the automobile has revolutionized our spaces, practices,
cultures, and identities through the complex matrix of technical, financial, economic,
political, and social linkages shaping its design, manufacture, production, and use. Now,
motorized road transport is set to revolutionize our society once again on a huge scale.
Recent technological developments in propulsion, telecommunications, sensing, and
in-vehicle computing technology are expanding the range of vehicles’ capabilities. A
technological convergence is underway, moving towards self-driving vehicle (SDV)
technology vehicles that are intended to utilize computational algorithms, sensors, and
communication devices to automatically navigate a variety of environments without
human drivers. SDVs also promise increased safety, speed and convenience, as well as
reduced energy consumption. With their potential benefits, however, SDV technologies
bring a new set of challenges at the vehicle and system levels. These include impacts on
urban infrastructure, limitations on a vehicle’s driving range, equipment reliability, data
privacy assurances, as well as concerns over infrastructure investment, and ethical
implications for safety . We argue that SDVs introduce new challenges in social justice,
affecting the distribution of benefits and burdens in society. By privileging a positive and
unproblematic future with SDV technology, current design practices and institutions
revolving around these new vehicles have systematically ignored important ethical and
social challenges.

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COMPONENTS:

This technology contains four main components .They are as follows;

1} RADARS

2} SENSORS

3} ADVANSED GPS MAPPING SYSTEM

4} DISPLAY UNIT

5} CONTROL SYSTEM

6} VIDEO CAMERAS

7} LIDAR

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WORKING PRINCIPLE

A self-driving car, also known as a robot car, autonomous car, or driverless car,is a
vehicle that is capable of sensing its environment and moving with little or no human
input.Autonomous cars combine a variety of sensors to perceive their surroundings, such
as radar, Lidar, sonar, GPS, odometry and inertial measurement units. Advanced control
systems interpret sensory information to identify appropriate Automated racing car on
display at the 2017 New York City ePrix. navigation paths, as well as obstacles and
relevant signage.Potential benefits include reduced costs, increased safety, increased
mobility, increased customer satisfaction and reduced crime. Safety benefits include a
reduction in traffic collisions,resulting in injuries and related costs, including for
insurance. Automated cars are predicted to increase traffic flow;provide enhanced
mobility for children, the elderly,disabled, and the poor; relieve travelers from driving
and navigation chores; increase fuel efficiency of vehicle;significantly reduce needs for
parking space;reduce crime;and facilitate business models for transportation as a service,
especially via the sharing economy.Problems include safety,technology, liability,legal
framework and government regulations; risk of loss of privacy and security concerns,
such as hackers or terrorism; concern about the resulting loss of driving-related jobs in the
road transport industry; and risk of increased suburbanization as travel becomes more
convenient.

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WORKING
This technology depends up on the components which are represented above. First the
compact map path to the place where the user wants to go is selected on the GPS maps in
the display unit. When the user starts the engine all the equipment’s will take positioning.
The readings are obtained from the radar every second. It detects the objects at the limit
of 180’ angle and continuously feed the control unit there by moving the vehicle in safe
and proper directions. Control unit is built with a lot of conditions that makes the vehicle
to move in the possible safe directions according to the readings from the radar, sensor
and GPS maps.

Figure-2.1

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Here 50% of the job is done by the radar equipment’s and rest of the job is done by
the advanced GPS mapping to make a safe journey. Separate signals are obtained from
the sensors which are kept at the bottom of the car straight to the wheel to detect the
speed breakers and road damages which help the vehicle to de-accelerate in the speed
breaker and damaged road areas. Advanced GPS mapping technology makes the car to
remain in the Indian rule of “keep left”. It synchronizes the vehicle and the road. This
only helps the vehicle to turn properly during the curves. Same set of the equipment’s is
fixed on the rear side of the vehicle to avoid other vehicles to hit the user’s vehicle during
de-acceleration, curves and overtaking.

RADARS:

Radar is an object detection system that uses electromagnetic waves to identify the
range, altitude, direction, or speed of both moving and fixed objects such as aircraft, ships,
motor vehicles, weather formations, and terrain. The term RADAR is defined as radio
detection and ranging. A radar system has a transmitter that emits radio waves. When
they come into contact with an object they are scattered in all directions. The signal is
thus partly reflected back and it has a slight change of wavelength (and thus frequency) if
the target is moving. The optimal range can be fixed as 50m.The receiver is usually, in
the same location as the transmitter. Although the signal returned is usually very weak,
the signal can be amplified through use of electronic techniques in the receiver and in the
antenna configuration. This enables radar to detect objects at ranges where other
emissions from the target object, such as sound or visible light, would be too weak to
detect.

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Figure-2.2

From the above picture it has been observed that the radar signals are transmitted
and readings of the detected object is received by the reflected signals from it in front of
the car. By the radar readings the control unit automatically accelerates and de-accelerates
the car. In case object in front of the car moving slowly means then the control unit will
gofor the “overtaking” mode.

Figure-2.3

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Before overtaking it is necessary to analyses what might go wrong while overtaking.

This mode will find the possible direction and space to overtake the object in the front to
move ahead. How this process works means; at first the signal from the front radar is
obtained that, object is present in the front of the car. Now the radar will analyze whether
it is possible to overtake. If it is possible means the vehicle will try to overtake.

Figure-2.4

There is a possibility for the vehicle to hit the object while steering left during
overtakes. A constant signal of 90 degree is obtained from the front radar detecting that
an object is present in left.

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Figure-2.5

After the front radar crossed the vehicle, readings will start to come from the rear
radar. This will indicate that the object is still present and now cannot steer left. A
constant reading will be taken from the rear radar as 90 degree. This will not change until
the rear radar crosses the object.

When the back radar crossed the object the angle 90 degree will start to increase.
This detects that the car had crossed the object. A particular degree is denoted in the
program, when the vehicle has to steer. 110 degree is enough to steer the vehicle safely.

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Figure-2.6

Thus the overtake mode is achieved successfully. This is how the process is going to
work. Radars cannot detect the road condition as it is kept at the bumper of the car. So,
separate sensors are kept near the wheel to detect the road conditions.

Figure-2.7

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Figure-2.8

SENSORS:

A sensor is a device that measures a physical quantity and converts it into a signal
which can be read by an observer or by an instrument. Here sensors are kept near the
front wheel there by focusing the road as shown at an angle of 160 degree. The sensor
will always focus the road like a stick from the car. A constant reading will be provided
from the sensor to the control unit. When the angle changes due to any speed breaker or
road damage, the sensor will automatically makes the control unit to slow down the car. If
the value crosses the critical value the car will be stopped immediately because, there
may be any huge damage.

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BLOCK DIAGRAM:

Figure-1.9

Here 50% of the job is done by the radar equipment’s and rest of the job is done by
the advanced GPS mapping to make a safe journey. Separate signals are obtained from
the sensors which are kept at the bottom of the car straight to the wheel to detect the
speed breakers and road damages which help the vehicle to de-accelerate in the speed
breaker and damaged road areas. Advanced GPS mapping technology makes the car to
remain in the Indian rule of “keep left”. It synchronizes the vehicle and the road. This
only helps the vehicle to turn properly during the curves. Same set of the equipment’s is
fixed on the rear side of the vehicle to avoid other vehicles to hit the user’s vehicle during
de-acceleration, curves and overtaking.

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CHAPTER-3

ADVANTAGES

1) Without the need for a driver, cars could become mini-leisure rooms. There would be
more space and no need for everyone to face forwards. Entertainment technology, such as
video screens, could be used to lighten long journeys without the concern of distracting
the driver.

2) Over 80% of car crashes in the USA are caused by driver error. There would be no bad
drivers and less mistakes on the roads, if all vehicles became driverless. Drunk and
drugged drivers would also be a thing of the past.

3) Travelers would be able to journey overnight and sleep for the duration.

4) Traffic could be coordinated more easily in urban areas to prevent long tailbacks at 5)
busy times. Commute times could be reduced drastically.

5) Reduced or non-existent fatigue from driving, plus arguments over directions and
navigation would be a thing of the past.

6) Sensory technology could potentially perceive the environment better than human
senses, seeing farther ahead, better in poor visibility, detecting smaller and more subtle
obstacles, more reasons for less traffic accidents.

7) Speed limits could be increased to reflect the safer driving, shortening journey times.

8) Parking the vehicle and difficult maneuvering would be less stressful and require no
special skills. The car could even just drop you off and then go and park itself.

9) People who historically have difficulties with driving, such as disabled people and
older citizens, as well as the very young, would be able to experience the freedom of car
travel. There would be no need for drivers' licenses or driving tests.

10) Autonomous vehicles could bring about a massive reduction in insurance premiums
for car owners.

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DISADVANTAGES

1) Driverless cars would likely be out of the price range of most ordinary people when
generally introduced, likely costing over $100,000.

2) Truck drivers and taxi drivers will eventually lose their jobs, as autonomous vehicles
take over.

3) A computer malfunction, even just a minor glitch, could cause worse crashes than
anything that human error might bring about.

4) If the car crashes, without a driver, who's fault is it: Google/the software designer, or
the owner of the vehicle.

5) The cars would rely on the collection of location and user information, creating major
privacy concerns.

6) Hackers getting into the vehicle's software and controlling or affecting its operation
would be a major security worry.

7) There are problems currently with autonomous vehicles operating in certain types of
weather. Heavy rain interferes with roof-mounted laser sensors, and snow can interfere
with its cameras.

8) Reading human road signs is challenging for a robot.

As drivers become more and more used to not driving, their proficiency and experience
will diminish. Should they then need to drive under certain circumstances, there may be
problems.

9) The road system and infrastructure would likely need major upgrades for driverless
vehicles to operate on them. Traffic and street lights, for instance, would likely all need
altering.

10)Self-driving cars would be great news for terrorists, as they could be loaded with
explosives and used as moving bomb.

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BRIEF HISTORY ON AUTOPILOT MODE TECHNOLOGY

In 1925, Houdina Radio Control demonstrated the radio-controlled "American

Wonder" on New York City streets, traveling up Broadway and down Fifth Avenue
through the thick of the traffic jam. The American Wonder was a 1926 Chandler that was
equipped with a transmitting antennae on the tonneau and was operated by a second car
that followed it and sent out radio impulses which were caught by the transmitting
antennae. The antennae introduced the signals to circuit-breakers which operated small
electric motors that directed every movement of the car.
Achen Motor, a distributor of cars in Milwaukee and surrounding territory, used
Francis' invention under the name "Phantom Auto" and demonstrated it in December
1926 on the streets of Milwaukee. It was demonstrated again in June 1932 on the streets
of Fredericksburg as a feature attraction of Bigger Bargain Day in which most of the
merchants of the city were participating.
1930s
An early representation of an automated guided car was Norman Bel
Geddes's Futurama exhibit sponsored by General Motors at the 1939 World's Fair, which
depicted radio-controlled electric cars that were propelled via electromagnetic fields
provided by circuits embedded in the roadway.
Bel Geddes later outlined his vision in his book, Magic Motorways (1940),
promoting advances in highway design and transportation, foreshadowing the Interstate
Highway System, and arguing that humans should be removed from the process of
driving. Bel Geddes forecasted these advances to be a reality in 1960.

General Motors' Firebird III on display at the Century 21 Exposition, Seattle, 1962.

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The RRL's modified 1960 Citroen DS19to be automatically controlled at the Science
Museum, London.

In 1953, RCA Labs successfully built a miniature car that was guided and controlled
by wires that were laid in a pattern on a laboratory floor. The system sparked the
imagination of Leland M. Hancock, traffic engineer in the Nebraska Department of
Roads, and of his director, L. N. Ress, state engineer. The decision was made to
experiment with the system in actual highway installations.

In 1957, a full size system was successfully demonstrated by RCA Labs and
the State of Nebraska on a 400-foot strip of public highway at the intersection of U.S.
Route 77and Nebraska Highway 2, then just outside Lincoln, Nebraska. A series of
experimental detector circuits buried in the pavement were a series of lights along the
edge of the road. The detector circuits were able to send impulses to guide the car and
determine the presence and velocity of any metallic vehicle on its surface. A previous test
installation of the system in September 1954 along U.S. Route 73 and U.S. Route in Cass
County, Nebraska was utilized as an experimental traffic counter.

In 1960, Ohio State University's Communication and Control Systems Laboratory

launched a project to develop driverless cars which were activated by electronic devices
imbedded in the roadway. Head of the project, Dr. Robert L. Cosgriff, claimed in 1966
that the system could be ready for installation on a public road in 15 years.

In the early 1960s, the Bureau of Public Roads considered the construction of an
experimental electronically controlled highway. Four states – Ohio, Massachusetts, New
York and California – were bidding for the construction. In August 1961, Popular
Science reported on the Aeromobile 35B, an air-cushion vehicle (ACV) that was invented
by William Bertelsen and was envisioned to revolutionize the transportation system, with
personal self-driving hovering cars that could speed up to 1,500MPH.
During the 1960s, the United Kingdom's Transport and Road Research Laboratory tested
a driverless Citroen DS that interacted with magnetic cables that were embedded in the
road.

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In the 1980s, a vision-guided Mercedes-Benzrobotic van, designed by Ernst

Dickmanns and his team at the Bundeswehr University Munich in Munich, Germany,
achieved a speed of 39 miles per hour (63 km/h) on streets without
traffic.Subsequently, EUREKAconducted the €749,000,000 Prometheus Project on
autonomous vehicles from 1987 to 1995.

In the same decade, the DARPA-funded Autonomous Land driven Vehicle (ALV)
project in the United States made use of new technologies developed by the University of
Maryland, Carnegie Mellon University, the Environmental Research Institute of
Michigan, Martin Marietta and SRI International. The ALV project achieved the first
road-following demonstration that used lidar, computer vision and autonomous robotic
control to direct a robotic vehicle at speeds of up to 19 miles per hour (31 km/h). In 1987,
HRL Laboratories (formerly Hughes Research Labs) demonstrated the first off-road map
and sensor-based autonomous navigation on the ALV. The vehicle traveled over 2,000
feet (610 m) at 1.9 miles per hour (3.1 km/h) on complex terrain with steep slopes,
ravines, large rocks, and vegetation. By 1989, Carnegie Mellon University had pioneered
the use of neural networks to steer and otherwise control autonomous vehicles,forming
the basis of contemporary control strategies.

In 1994, the twin robot vehicles VaMP and Vita-2 of Daimler-Benz and Ernst
Dickmanns of UniBwM drove more than 620 miles (1,000 km) on a Paris three-lane
highway in standard heavy traffic at speeds up to 81 miles per hour (130 km/h), albeit
semi-autonomously with human interventions. They demonstrated autonomous driving in
free lanes, convoy driving, and lane changes with autonomous passing of other cars. That
same year, Lucas Industries developed parts for a semi-autonomous car in a project that
was funded by Jaguar Cars, Lucas, and the UK Department of Trade and Industry.

In 1995, Carnegie Mellon University's Navlabproject completed a 3,100 miles

(5,000 km) cross-country journey, of which 98.2% was autonomously controlled, dubbed
"No Hands Across America". This car, however, was semi-autonomous by nature: it used
neural networks to control the steering wheel, but throttle and brakes were
human-controlled, chiefly for safety reasons. Also in 1995, Dickmanns' re-engineered
autonomous S-Class Mercedes-Benz undertook a 990 miles (1,590 km) journey
from Munich in Bavaria, Germany to Copenhagen, Denmark and back,
using saccadic computer vision and transputers to react in real time. The robot achieved
speeds exceeding 109 miles per hour (175 km/h) on the German Autobahn, with a mean
time between human interventions of 5.6 miles (9.0 km), or 95% autonomous driving. It
drove in traffic, executing manoeuvres to pass other cars. Despite being a research system
without emphasis on long distance reliability, it drove up to 98 miles (158 km) without
human intervention.[citation needed]

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In 1996, (now Professor) Alberto Broggi of the University of Parma launched the
ARGO Project, which worked on enabling a modified Lancia Thema to follow the normal
(painted) lane marks in an unmodified highway. The culmination of the project was a
journey of 1,200 miles (1,900 km) over six days on the motorways of northern Italy
dubbed Mille Miglia in Automatico ("One thousand automatic miles"), with an average
speed of 56 miles per hour (90 km/h). The car operated in fully automatic mode for 94%
of its journey, with the longest automatic stretch being 34 miles (55 km). The vehicle had
only two black-and-white low-cost video camerason board and used stereoscopic
visionalgorithms to understand its environment.

The ParkShuttle at the Netherlands in August 2005.

The ParkShuttle, billed as the world's first driverless vehicle, is an automated people
mover which uses artificial reference points (magnets) embedded in the road surface to
verify its position. Two pilot projects were started in the Netherlands, at Schiphol Airport
(December 1997) and business park Rivium (1999). Both carried members of the general
public and as such claim stake to the title to the first driverless vehicles. The vehicles are
autonomous, do not feature a steering wheel or pedals, nor do they have a safety driver or
steward on board. They drive at grade, on a dedicated lane which does feature
intersections with pedestrians, bicyclists and cars.

Spirit of Berlin at Berlin, Germany in May 2007.

The US Government funded three military efforts known as Demo I (US Army), Demo II
(DARPA), and Demo III (US Army). Demo III (2001) demonstrated the ability of

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unmanned ground vehicles to navigate miles of difficult off-road terrain, avoiding

obstacles such as rocks and trees. James Albus at the National Institute of Standards and
Technology provided the Real-Time Control System which is a hierarchical control
system. Not only were individual vehicles controlled (e.g. throttle, steering, and brake),
but groups of vehicles had their movements automatically coordinated in response to high
level goals.

In January 2006, the United Kingdom's 'Foresight' think-tank revealed a report

which predicts RFID-tagged driverless cars on UK's roads by 2056 and the Royal
Academy of Engineering claimed that driverless trucks could be on Britain's motorways
by 2019.
In 1998, Willie Jones states that many automakers consider autonomous technology as
part of their research yearly. He notes "In May 1998, Toyota became the first to introduce
an Adaptive Cruise Control (ACC) system on a production vehicle when it unveiled a
laser-based system for its Progres compact luxury sedan, which it sold in Japan".
Autonomous vehicles have also been used in mining. In December 2008, Rio Tinto
Alcanbegan testing the Komatsu Autonomous Haulage System – the world's first
commercial autonomous mining haulage system – in the Pilbara iron ore mine in Western
Australia. Rio Tinto has reported benefits in health, safety, and productivity. In November
2011, Rio Tinto signed a deal to greatly expand its fleet of driverless trucks.
Google began developing its self-driving cars in 2009, but did so privately, avoiding
public announcement of the program until a later time.

MadeInGermany at Berlin, Germany in 2012.

In 2010, Italy's VisLab from the University of Parma, led by Professor Alberto
Broggi, ran the VisLab Intercontinental Autonomous Challenge (VIAC), a 9,900-mile
(15,900 km) test run which marked the first intercontinental land journey completed by
autonomous vehicles. Four electric vans made a 100-day journey, leaving Parma, Italy, on
20 July 2010, and arriving at the Shanghai Expo in China on 28 October.
 "Although the vans were driverless and mapless, they did carry researchers as
passengers in case of emergencies. The experimenters did have to intervene a few times –
when the vehicles got caught in a Moscow traffic jam and to handle toll booths."

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The research project is co-funded by the European Union CORDIS program.

In 2010, the Institute of Control Engineering of the Technische Universität Braunschweig
demonstrated the first autonomous driving on public streets in Germany with the research
vehicle Leonie. It was the first car licensed for autonomous driving on the streets and
highways in Germany.
In October 2010, an attorney for the California Department of Motor Vehicles,
raised concerns that "[t]he technology is ahead of the law in many areas", citing state laws
that "all presume to have a human being operating the vehicle".

In 2011, the Freie Universität Berlin developed two autonomous cars to drive in the
innercity traffic of Berlin in Germany. Led by the AutoNOMOS group, the two
vehicles Spirit of Berlin and MadeInGermany handled intercity traffic, traffic lights and
roundabouts between International Congress Centrum and Brandenburg Gate. It was
financed by the German Federal Ministry of Education and Research.

Lexus RX450h retrofitted as a Google driverless car

Nevada passed a law in June 2011 concerning the operation of autonomous cars in
Nevada, which went into effect on March 1, 2012. A Toyota Prius modified with
Google's perimental driverless technology was licensed by the Nevada Department of
Motor Vehicles (DMV) in May 2012. This was the first license issued in the United
States for a self-driven car. License plates issued in Nevada for testing autonomous cars
have a red background and feature an infinity symbol(∞) on the left side because,
according to the DMV Director, "...using the infinity symbol was the best way to
represent the 'car of the future'". Nevada's test regulations required a person behind the
wheel and one in the passenger's seat during tests.

In 2013, on July 12, VisLab conducted another pioneering test of autonomous

vehicles, during which a robotic vehicle drove in downtown Parma with no human
control, successfully navigating roundabouts, traffic lights, pedestrian crossings and other
common hazards.

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In August 2013, Daimler R&D with Karlsruhe Institute of Technology/FZI, made a

Mercedes-Benz S-class vehicle with close-to-production stereo cameraS and radarsdrive
completely autonomously for about 100 km from Mannheim to Pforzheim, Germany,
following the historic Bertha Benz Memorial Route.

Nissan autonomous prototype technology was fitted on a Nissan Leafall-electric car.

In August 2013 Nissan announced its plans to launch several driverless cars by 2020. The
company is building in Japan a dedicated autonomous driving proving ground, to be
completed in 2014. Nissan installed its autonomous car technology in a Nissan
Leafelectric car for demonstration purposes. The car was demonstrated at Nissan 360 test
drive event held in California in August 2013. In September 2013, the Leaf fitted the
prototype Advanced Driver Assistance System was granted a license plate that allows to
drive it on Japanese public roads.

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CHAPTER-4

CONCLUSION
By implementing this Autopilot mode technology will surely reduce the occurrences
of road accidents by a considerable value. In the future, the wide acceptance of my
technology will create an “Accident free world”.

We find that conventional design practice for the development of vehicular

technology focuses primarily on technical challenges and can be considered unethical.
We have argued that better understanding of technology in a broader social context, along
with the distribution of burdens and benefits in a current and future society, enables the
development of improved design practice, i.e., an expanded design horizon.

The best way to express a range of ethical concerns in a framework is by means of a

foresight-based, social construction of technology methodology, which should include at
least: An account of the changing role of the human inside and outside the vehicle, and
consequent impacts on sociotechnical structures and practices; for example, how the SDV
radically reconfigures the experience and practices of driving, mobility planning,
household and work socialities. An account of the roles, objectives and design approaches
of the agents of technological development, including corporations, government, and
researchers; affecting the developmental trajectories of SDV technology.

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REFERNCES
1)T.McPherson and M. N. Mladenović, “Ethical Principles for the Design of
Next Generation Traffic Control Technology,” Virginia Tech ISCE Applied Ethics
Initiative Sponsored Paper, 2014.

2)World Health Organization (WHO), “Global Status Report on Road Safety 2013:
Supporting a decade of action.,” Geneva, Switzerland,2013.

3)National Highway Traffic Safety Administration, “Preliminary Statement of Policy

Concerning Automated Vehicles.” National Highway Traffic Safety Administration,
Washington, DC, p. 14, 2013.

4)U.Ozguner, T. Acarman, and K. A. Redmill, Autonomous Ground Vehicles. Artech

House, 2011.

5)Merrill I .Skolnik’s “Radar Handbook” January 1, 1990.

**THANK YOU**

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