A PROJECT REPORT ON

INTELLIGENT BRAKING SYSTEM

SUBMITTED TO C-DAC ACTS PUNE IN PARTIAL FULFILLMENT OF THE

REQUIREMENT FOR THE AWARD OF

Guided by:
Mr. Rishabh

Submitted By:

AKASH KUMAR 160840130009

DEEWAN SINGH 160840130030
KARTIKEY TEWARI 160840130045
SUMIT KUMAR 160840130103

CENTRE FOR DEVELOPMENT OF ADVANCED COMPUTING

PUNE
 CERTIFICATE

TO WHOMSOEVER IT MAY CONCERN

This is to certify that

AKASH KUMAR
DEEWAN SINGH
KARTIKEY TEWARI
SUMIT KUMAR

have successfully completed their project on

Intelligent Braking System

Under the guidance of Mr. Rishabh Hardas.

 ACKNOWLEDGEMENT

This project “Intelligent Braking system” was a great learning experience for us
and we are submitting this work to Advanced Computing Training School
(CDAC ACTS). We all are very glad to Mr. Rishabh for his valuable guidance to
work on this project. His guidance and support helped us to overcome various
obstacles and intricacies during the course of project work.

Our most heartfelt thanks goes to Mrs. Purvi Tomar (Course Coordinator, PG-
DESD) who gave all the required support and kind coordination to provide all the
necessities like required hardware, internet facility and extra Lab hours to
complete the project and throughout the course up to the last day here in C-DAC
ACTS, Pune.
 ABSTRACT

The main purpose of present Automobiles is being developed by more of electrical parts
for efficient operation. Generally a vehicle was manufactured with an analog driver
vehicle interface for indicating various vehicle statuses like speed, fuel level, Engine
temperature etc. This work presents the development and implementation of a digital
driving system for a semi-autonomous vehicle to improve the efficiency of driver-vehicle
interface. It uses an ARM based data acquisition system that uses ADC to control data
from analog to digital format and visualize through LCD. This work focuses the
development of distance measurement by using Ultrasonic sensors which denotes that
vehicle’s position from obstacles. The vehicle detects the speed breaker and also some
primary zones before certain limitation by tags using CAN module for introducing the
new invention of priority based Intelligent Braking System.
 TABLE OF CONTENTS

List of Figures

1 Introduction
1.1 About Project
1.2 Scope of Project
1.3 System Requirements
1.3.1 Hardware Requirements
1.3.2 Software Requirements
2 Literature Survey
3 Implementation
4 Results
5 Conclusion
6 References
LIST OF FIGURES
Fig 2.1 NGX LPC 1768 Blueboard
Fig 2.2 STM32F3 Discovery Board
Fig 2.3 L293d Motor Driver IC
Fig 2.4 CAN Transceiver
Fig 2.5 Ultrasonic Sensor (HC-SR04)
Fig 2.6 Timing Diagram
Fig 2.7 Fleming’s Left Hand Rule
Fig 2.8 DC Motor
Fig 2.9 CAN Frame Format
Fig 3.1 Block Diagram of Proposed System

LIST OF TABLES
Table 2.1 Electric Parameters of HC-SR04
 1. INTRODUCTION

1.1 About Project:

Accidents occur due to technical problem within the vehicle or due to mistake of driver.
Sometimes the drivers lose control over the vehicle and sometimes accident occurs due to
rash driving. When the drivers come to know that vehicle is going to collide they become
nervous and they don’t apply the brakes. Majority of the accidents occur this way. The
system designed will prevent such accidents. It keeps track of any vehicles in front. It
will continuously keep the track of the distance between the two vehicles. When two
come dangerously close the microprocessor in the system activates the brakes and it will
stop the vehicle.

1.2 Project scope:

Intelligent Braking system is introduced for providing safety and comfort to driver during
driving. The main aim of system is to avoid critical damage of vehicle during driving.
Most of the time driver is unable to judge proper distance between car and an obstacle, so
this system will be helpful as well as important in car safety.
The intelligent braking system will open up new ideas and concept for automobile
industries.
As the requirements of human beings for comfort and safe driving increases, this system
is addition in regular safety system, and also increase demand of vehicle in market view.

1.3 System Requirements

1.3.1 Hardware Requirements

Hardware requirements are as followed:

 One NGX LPC Board (LPC 1768)

 One STM32F3 Discovery Board
 L293d Motor Driver IC
  Two MCP2551 CAN Transceivers
 Two Ultrasonic Sensors
 DC Motor

1.3.2 Software Requirements

The software used for implementing the project was Keil uVision4 for lpc 1768 board
and Keil uVision5, CubeMX for STM32F3 discovery Board.
 2. LITERATURE SURVEY

2.1 NGX Blueboard(LPC 1768)

The NGX-LPC1768 board consists of basic peripherals connected to it which are

necessary for getting started with LPC1768 programming. Apart from board following
are specifications of the LPC1768 controller:
• The LPC1768 microcontroller has 512KB of internal flash and 64KB RAM.
• Ethernet MAC, USB Device/Host/OTG interface, 8-channel general purpose DMA
controller.
• 4 UARTs, 2 SSP controllers, SPI interface, 3 I2C-bus interfaces, 2-input plus 2-output
I2S-bus interface, 8-channel 12-bit ADC, 10-bit DAC, motor control PWM.
• 2 CAN channels.
• 4 general purpose timers, 6-output general purpose PWM, ultra-low power Real-Time
Clock (RTC) with separate battery supply, and up to 70 general purpose I/O pins.

Fig 2.1 NGX LPC 1768 Blueboard

2.2 STM32F3 Discovery Board

The STM32 F3 series combines a 32-bit ARM Cortex-M4 core (with FPU and DSP
instructions) running at 72 MHz with a high number of integrated analog peripherals
leading to cost reduction at application level and simplifying application design,
including:

 Ultra-fast comparators (25 ns)

 Op-amp with programmable gain
 12-bit DACs
 Ultra-fast 12-bit ADCs with 5 MSPS (Million Samples Per Second) per channel
(up to 18 MSPS in Interleaved mode)
 Precise 16-bit sigma-delta ADCs (21 channels)
 Core Coupled Memory SRAM (Routine Booster), a specific memory architecture
boosting time-critical routines, accelerating the performance by 43%
 144 MHz Advanced 16-bit pulse-width modulation timer (resolution < 7 ns) for
control applications
 High resolution timer (217 picoseconds), self-compensated vs power supply and
temperature drift

Fig 2.2 STM32F3 Discovery Board

2.3 L293d IC
L293D is a dual H-bridge motor driver integrated circuit (IC). Motor drivers act as
current amplifiers since they take a low-current control signal and provide a higher-
current signal. This higher current signal is used to drive the motors.

L293D contains two inbuilt H-bridge driver circuits. In its common mode of operation,
two DC motors can be driven simultaneously, both in forward and reverse direction. The
motor operations of two motors can be controlled by input logic at pins 2 & 7 and 10 &
15. Input logic 00 or 11 will stop the corresponding motor. Logic 01 and 10 will rotate it
in clockwise and anticlockwise directions, respectively.

Enable pins 1 and 9 (corresponding to the two motors) must be high for motors to start
operating. When an enable input is high, the associated driver gets enabled. As a result,
the outputs become active and work in phase with their inputs. Similarly, when the enable
input is low, that driver is disabled, and their outputs are off and in the high-impedance
state.

Fig 2.3 L293d Motor Driver IC

2.4 MCP 2551 Transceivers:

The MCP2551 is a high-speed CAN, fault-tolerant device that serves as the interface
between a CAN protocol controller and the physical bus. The MCP2551 device provides
differential transmit and receive capability for the CAN protocol controller, and is fully
compatible with the ISO-11898 standard, including 24V requirements. It will operate at
speeds of up to 1 Mb/s. Typically, each node in a CAN system must have a device to
convert the digital signals generated by a CAN controller to signals suitable for
transmission over the bus cabling (differential output). It also provides a buffer between
the CAN controller and the high-voltage spikes that can be generated on the CAN bus by
outside sources. Some of its features are:

• Supports 1 Mb/s operation

• Implements ISO-11898 standard physical layer requirements
• Suitable for 12V and 24V systems
• Detection of ground fault (permanent Dominant) on TXD input
• Power-on Reset and voltage brown-out protection
• An unpowered node or brown-out event will not disturb the CAN bus
• Low current standby operation
• Protection against damage due to short-circuit conditions (positive or negative battery
voltage)
• Up to 112 nodes can be connected
• High-noise immunity due to differential bus implementation
• Temperature ranges: - Industrial (I): -40°C to +85°C - Extended (E): -40°C to +125°C

Fig 2.4 CAN Transceiver

2.5 Ultrasonic Ranging Module HC - SR04

Product features:
Ultrasonic ranging module HC - SR04 provides 2cm - 400cm non-contact measurement
function, the ranging accuracy can reach to 3mm. The modules includes ultrasonic
transmitters, receiver and control circuit. The basic principle of work:
1) Using IO trigger for at least 10us high level signal,
2) The Module automatically sends eight 40 kHz and detect whether there is a pulse
signal back.
3) IF the signal back, through high level , time of high output IO duration is the time from
sending ultrasonic to returning.
Test distance = (high level time velocity of sound (340M/S) / 2

Wire connecting direct as following:

● 5V Supply
● Trigger Pulse Input
● Echo Pulse Output
● 0V Ground

Working Voltage DC 5 V
Working Current 15mA
Working Frequency 40Hz
Max Range 4m
Min Range 2cm
Measuring Angle 15 degree
Trigger Input Signal 10uS TTL pulse
Echo Output Signal Input TTL lever signal and the range in
Proportion
Dimension 45* 45*20*15mm

Table 2.1 Electric parameters of HC-SR04

 Figure 2.5 Ultrasonic Sensor (HC-SR04)

Timing diagram:
The Timing diagram is shown below. You only need to supply a short 10uS pulse to the
trigger input to start the ranging, and then the module will send out an 8 cycle burst of
ultrasound at 40 kHz and raise its echo. The Echo is a distance object that is pulse width
and the range in proportion .You can calculate the range through the time interval
between sending trigger signal and receiving echo signal. Formula: us / 58 = centimeters
or us / 148 =inch; or: the range = high level time * velocity (340M/S) / 2; we suggest to
use over 60ms measurement cycle, in order to prevent trigger signal to the echo signal.

Figure 2.6 Timing Diagram

2.6 DC MOTORS
Almost every mechanical movement that we see around us is accomplished by an electric
motor. Electric machines are a means of converting energy. Motors take electrical energy
and produce mechanical energy. Electric motors are used to power hundreds of devices
we use in everyday life. Motors come in various sizes. Huge motors that can take loads of
1000’s of Horsepower are typically used in the industry. Some examples of large motor
applications include elevators, electric trains, hoists, and heavy metal rolling mills.
Examples of small motor applications include motors used in automobiles, robots, hand
power tools and food blenders. Micro-machines are electric machines with parts the size
of red blood cells, and find many applications in medicine. Electric motors are broadly
classified into two different categories: DC (Direct Current) and AC (Alternating
Current). Within these categories are numerous types, each offering unique abilities that
suit them well for specific applications. In most cases, regardless of type, electric motors
consist of a stator (stationary field) and a rotor (the rotating field or armature) and operate
through the interaction of magnetic flux and electric current to produce rotational speed
and torque. DC motors are distinguished by their ability to operate from direct current.
There are different kinds of D.C. motors, but they all work on the same principles. In this
chapter, we will study their basic principle of operation and their characteristics. It’s
important to understand motor characteristics so we can choose the right one for our
application requirement. The learning objectives for this chapter are listed below.

2.6.1 DC Motor Basic Principles

2.6.1.1 Energy Conversion
If electrical energy is supplied to a conductor lying perpendicular to a magnetic field, the
interaction of current flowing in the conductor and the magnetic field will produce
mechanical force (and therefore, mechanical energy).
2.6.1.2 Value of Mechanical Force
There are two conditions which are necessary to produce a force on the conductor. The
conductor must be carrying current, and must be within a magnetic field. When these two
conditions exist, a force will be applied to the conductor, which will attempt to move the
conductor in a direction perpendicular to the magnetic field. This is the basic theory by
which all DC motors operate. The force exerted upon the conductor can be expressed as
follows.
F = B i l Newton
where B is the density of the magnetic field, l is the length of conductor, and i the value
of current flowing in the conductor. The direction of motion can be found using
Fleming’s Left Hand Rule.

Figure 2.7 Fleming’s Left Hand Rule

The first finger points in the direction of the magnetic field (first - field), which goes
from the North Pole to the South Pole. The second finger points in the direction of the
current in the wire (second - current). The thumb then points in the direction the wire is
thrust or pushed while in the magnetic field (thumb - torque or thrust).

Fig 2.8 DC Motor

2.7 CAN
The CAN bus was developed by BOSCH as a multi-master, message broadcast system
that specifies a maximum signaling rate of 1 megabit per second (bps). Unlike a
traditional network such as USB or Ethernet, CAN does not send large blocks of data
point-to-point from node A to node B under the supervision of a central bus master. In a
CAN network, many short messages like temperature or RPM are broadcast to the entire
network, which provides for data consistency in every node of the system. CAN is an
International Standardization Organization (ISO) defined serial communications bus
originally developed for the automotive industry to replace the complex wiring harness
with a two-wire bus. The specification calls for high immunity to electrical interference
and the ability to self-diagnose and repair data errors.

2.7.1 CAN Frame Format:

Fig 2.9 CAN Frame Format

The following figure shows the CAN protocols’ frame format.

• SOF– The single dominant start of frame (SOF) bit marks the start of a message, and is
used to synchronize the nodes on a bus after being idle.
• Identifier- The Standard CAN 11-bit identifier establishes the priority of the message.
The lower the binary value, the higher its priority.
• RTR– The single remote transmission request (RTR) bit is dominant when information
is required from another node. All nodes receive the request, but the identifier determines
the specified node. The responding data is also received by all nodes and used by any
node interested. In this way, all data being used in a system is uniform.
• IDE–A dominant single identifier extension (IDE) bit means that a standard CAN
identifier with no extension is being transmitted.
• r0– Reserved bit (for possible use by future standard amendment).
• DLC–The 4-bit data length code (DLC) contains the number of bytes of data being
transmitted.
• Data–Up to 64 bits of application data may be transmitted.
• CRC–The 16-bit (15 bits plus delimiter) cyclic redundancy check (CRC) contains the
checksum (number of bits transmitted) of the preceding application data for error
detection.
• ACK– Every node receiving an accurate message overwrites this recessive bit in the
original message with a dominate bit, indicating an error-free message has been sent.
Should a receiving node detect an error and leave this bit recessive, it discards the
message and the sending node repeats the message after re-arbitration. In this way, each
node acknowledges (ACK) the integrity of its data. ACK is 2 bits, one is the
acknowledgment bit and the second is a delimiter.
• EOF–This end-of-frame (EOF), 7-bit field marks the end of a CAN frame (message)
and disables bit-stuffing, indicating a stuffing error when dominant. When 5 bits of the
same logic level occur in succession during normal operation, a bit of the opposite logic
level is stuffed into the data.
• IFS–This 7-bit inter-frame space (IFS) contains the time required by the controller to
move a correctly received frame to its proper position in a message buffer area.

2.7.2 The Extended CAN Frame format consists of these additional bits:

• SRR–The substitute remote request (SRR) bit replaces the RTR bit in the standard
message location as a placeholder in the extended format.
• IDE–A recessive bit in the identifier extension (IDE) indicates that more identifier bits
follow. The 18-bit extension follows IDE.
• r1– Following the RTR and r0 bits, an additional reserve bit has been included ahead of
the DLC bit.
 3. IMPLEMENTATION

ULTRASONIC MOTOR
SENSOR
(HC-SR04)

GPIO POT

CAN H
CAN CAN
CONTROLLER CONTROLLER

MCP-2551 MCP-2551

CAN L
STM32F3 LPC 1768

TRANSCEIVERS

Fig 3.1 Block Diagram of Proposed System

In this project CAN Protocol is used to transmit data from one board to the other.
Ultrasonic sensors sense the distance between vehicles and sends it to the GPIO of
STM32F3. This distance is send to the other board through MCP 2551 CAN Transceiver.
On the other board speed is being controlled manually by potentiometer which is
connected to the ADC of LPC 1768 and initially this speed is shown in the LCD of LPC
1768. As soon as the CAN transceiver of LPC 1768 receives the data from the other
board, it is shown in the LCD. Speed of motor is controlled according to the distance. If
the distance between the vehicles is less, then a warning message is displayed on the
LCD which in turn starts the PWM which slows down the speed of motor.
 CONCLUSION

The Intelligent Braking system, if implemented can avert lots of accidents and can save
invaluable human lives and property. Implementation of such an advanced system can be
made compulsory similar to wearing of seat belts so that accidents can be averted to some
extent. Our Intelligent braking system provides a glimpse into the future of automotive
safety, and how much more advanced these individual systems can be for avoiding
accidents and protecting vehicle occupants when they are integrated into one system. The
future of automotive safety is more than just developing new technology; it is shifting the
approach to safety. INTELLIGENT BRAKING SYSTEM approach represents a
significant shift from the traditional approach to safety, but it is fundamental to achieving
the substantial benefits.
 REFERENCES

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NETWORK International Journal of Communication and Computer Technologies
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