Detection of Driver Drowsiness using Eye Blink Sensor

Accidents due to driver drowsiness can be prevented using eye blink sensors. The driver is
supposed to wear the eye blink sensor frame throughout the course of driving and blink has to be
for a couple of seconds to detect drowsiness. Any random changes in steering movement leads to
reduction in wheel speed. The threshold of the vibration sensor can be varied and accordingly
action can be taken. The outcome is that the vibrator attached to eye blink sensor’s frame vibrates
if the driver falls asleep and also the LCD displays the warning messages. The wheel is slowed or
stopped depending on the condition

Driver weakness is a huge factor in countess vehicle accident. The improvement of innovations
for identifying or averting drowsiness in the driver’s seat is a noteworthy test in the field of
accident avoidance systems. In view of the risk that Drowsiness exhibit out and about, strategies
should be created for neutralizing its effects. The point of this undertaking is to build up a prototype
drowsiness detection system. The spotlight will be founded on planning a system that will precisely
screen the open or closed condition of the driver’s eyes progressively.
The primary purpose of Drowsy Driver Detector is used to develop a system that can reduce the
number of accidents from sleep driving of vehicle. With our two monitoring steps we can provide
a more accurate detection. For the detecting stage, the eye blink sensor always monitor the eye
blink movement. It continuously monitor eye blink. The second application of this paper is to
detect the alcohol content or any leakage of gas from the vehicle. And this paper is also deals with
temperature sensor, in case of any fire inside the vehicle the sensor senses and stops the engine.
And sends the message to the registered number. For alert system, we have a beeper device. The
car simulator study was design to collect physiological data for validation of this technology.
Methodology for analysis of physiological data, independent assessment of driver drowsiness and
development of drowsiness detection algorithm. If the driver is found to have sleep it wants and
then turns the ignition off and hence possibility of accident is avoided
 Chandrayaan -2

Chandrayaan 2 Launch 2019: Rs 978 cr project, 3.8-tonne mission mass, 13 instruments

Why is India’s first attempt at a powered lunar landing important?

The story so far: When Chandrayaan 1, India’s first moon mission was launched on October 22,
2008, from Sriharikota, using the Polar Satellite Launch Vehicle (PSLV), India became the fourth
country to plant its flag on the lunar surface. On the moon, the mission conclusively detected traces
of water along with magnesium, aluminium and silicon. Now, close to a decade later, India will
launch its second lunar mission, Chandrayaan 2, on July 15, 2019, again from Sriharikota, using
the Geosynchronous Satellite Launch Vehicle (GSLV) Mark III rocket. The launch falls a day
short of the 50th anniversary of the launch of the American mission Apollo 11 which took humans
to the moon and back. The first moon landing occurred on July 20, 1969, on the Apollo 11 mission
which was launched on July 16.

How will the launch work?

The GSLV Mark III rocket will first launch the spacecraft into an Earth Parking Orbit (170 km X
40,400 km). Then the height of the orbit will be enhanced until the spacecraft can reach out to the
Lunar Transfer Trajectory. On entering the moon’s sphere of influence, on-board thrusters will
slow down the spacecraft, allowing it to be captured by the moon. Then it will be eased into a
circular orbit (100 km X 100 km). From this orbit, the lander and rover will separate as a unit from
the orbiter, and, through a series of braking mechanisms, the duo will “soft-land” on the moon, on
September 6, 2019.

What is special about Chandrayaan 2?

Chandrayaan 2 will be the first mission to reach and study the south pole of the moon. It is made
up of an orbiter, a lander named ‘Vikram’, after Vikram A. Sarabhai, the founding father of space
science research in India, and a rover named ‘Pragyan’, which means ‘wisdom’. At about 3,877
kg, the spacecraft weighs nearly four times its predecessor, Chandrayaan 1. It will be launched by
the GSLV Mark III, the Indian Space Research Organisation’s (ISRO’s) most powerful and
massive launcher. While Chandrayaan 1 sent its lander crashing into the moon, Chandrayaan 2
will use rocket technology to soft land ‘Vikram’, carrying its ‘Pragyan’ rover in a suitable high
plain on the lunar surface, between two craters, Manzinus-C and Simpelius N, at a latitude of about
70º South. This landing is scheduled for September 6 this year. The total cost of the project is
about ₹978 crore. The lander-rover combo has an expected lifetime of 14 days, while the orbiter
will continue for a year.

Here’s what you need to know about Chandrayaan-2:

* With a total mission mass of 3.8 tonnes, the entire project is set to cost Rs 978 crore — Rs 603
crore for the spacecraft and Rs 375 crore for the GSLV Mk-III. Chandrayaan-2 consists of an
orbiter, a lander (Vikram), and a rover (Pragyan). ISRO has named the lander Vikram in memory
of India’s space pioneer Vikram Sarabhai and called the rover Pragyan, which means wisdom in
Sanskrit.

* Chandrayaan-2’s lander, as well as the rover, will have the Indian national flag painted on them
and the Ashoka Chakra will be imprinted on the rover’s wheels.

* The mission will send the rover to the moon’s south pole and Indian scientists hope to directly
observe the water ice on the lunar surface, evidence for which was gathered by spectrometers
aboard India’s first moon mission in 2008.

* ISRO has said Chandrayaan-2 will be injected into an Earth parking 170x40400 km orbit. The
spacecraft’s orbit will be raised by a series of manoeuvres to put it on Lunar Transfer Trajectory.
On entering the Moon’s sphere of influence, on-board thrusters will slow down the spacecraft for
Lunar Capture.

* From its launch to the soft landing, the entire mission is set to take about 58 days. After the
launch, it will take 16 days to raise the orbit and then five days to reach the moon’s orbit. Once
there, it will make an orbit around the moon for 27 days, before the lander makes an attempt to de-
orbit. After four more days, the lander will land in a difficult manoeuvre that lasts 15 minutes.

* Landing of Chandrayaan-2 is ISRO’s biggest challenge till now, the 15 minutes when the lander
separates and before it soft lands on the moon have been called “terrifying moments” by the agency
that has never undertaken such a flight.
* Chandrayaan-2 will attempt to soft-land Vikram and Pragyan in a high plain between two craters,
Manzinus C and Simpelius N, at a latitude of about 70° south, ISRO has said.

* Ample solar light for solar power, the near flat surface with good visibility for a safe landing and
expected the higher presence of water and minerals are the main reasons why ISRO chose Moon’s
south-pole for landing.

* The first landing pictures may be available within 15 minutes of the lander touching down.
However, it will take four hours from the time of landing to the time the Rover comes out from
the lander.
* A National Aeronautics and Space Administration (NASA) instrument for LASER ranging will
be carried by the mission as a mark of cooperation between the two space agencies. India will use
the Deep Space Network of the US space agency on payment basis for navigation and guidance.

* The rover and the lander will have a life of one lunar day (14 earth days) and for that lunar day,
it will conduct scientific experiments. The orbiter, however, has a life of one year.

* The mission carries 13 Indian scientific instruments for experiments. Imaging of rock will be
done to find elements like magnesium, calcium and iron and also for signs of water. Mission will
also study the exosphere of the moon.

* ISRO is following the same launch strategy followed for Chandrayaan-1. However, Chandrayaan
1 was just an orbiter while Chandrayaan-2 has lander and rover components adding complexity to
the mission.
Solar trains/platforms

The railways' decision to experiment with solar energy to electrify train coaches can
substantially reduce its carbon footprint, say researchers.. The solar-powered coaches
will start plying within six months on the Delhi-Uttar Pradesh and Delhi-Haryana
routes.

A team of researchers from Indian Institute of Science in Bengaluru calculate that

installing photovoltaic panels atop coaches can reduce 239 tonnes of carbon dioxide
emissions per year per train, which is roughly equal to the annual emissions of 50 cars
in the city. On an average, 11,000 trains ply in India every day. The researchers say
the Railways can save close to Rs 60 lakh annually on each train by shifting to solar
panels. Their paper on the use of solar energy to fuel railway coaches is scheduled to
be published in Current Science journal.

Lead researcher Sheela K Ramasesha and her team calculated the energy consumption
pattern of a train with 19 Linke Hofmann Busch (LHB) coaches, which are used in
superfast trains such as Rajdhani, Shatabdi and Durunto. The Railways plan to
introduce LHB coaches in all the trains in the coming years.

They found that to make a 1,800 km trip, a rake (comprising of 19 LHB coaches)
consumes 3,000 litres of diesel for auxiliary energy needs such as lighting and
cooling. “Assuming that the rake makes 188 trips in a year, our calculations indicate
that 90,804 litres of diesel can be conserved every year, with a saving of Rs
59,93,064, by putting solar panels on the train,” says Ramasesha.
The researchers suggest that the estimated price of an LHB rail coach with a solar
power generation system is 4 per cent higher than the price of the present LHB
coaches. The investment would be recovered within two-three years, they say.

Talking about the feasibility of the project, the paper says, “It is clear that the energy
that can be harnessed during sunshine hours is much more than the requirements of
the train even during the shorter days of winters.” The researchers, as a result, suggest
the installation of batteries to store excess energy to be used at night.
.

Arduino Image Processing based driving license lock Control System

Description:
Arduino Image Processing- This Project is based on the Image Processing using Visual Basic 2010
Express Edition, Arduino Uno or Mega and a 12 Volt vehicle key Electronic Lock. The purpose
of this project is to automatically control the vehicle Lock using Human detection. The humans
are tracked in RealTime using the frontal Face XML file, once the human face is detected, then
we find the X and Y coordinates of the human face and then send a command to the Arduino Uno
or Mega Board to open the Entrance Lock. These commands are sent serially from the Visual Basic
application.

The same application can be used to track Eyes, nose, human body, hands and so on, depending
on the type of the XML file we are using. All you need is just to replace the Frontal Face XML
file with the one you want. This way you can use this Project to track almost anything you want.

Vehicle Electronic Locks come in different shapes and sizes. But the working principle of all the
Vehicle Electronic Locks is exactly the same. The difference can only be in the voltage and current
it requires to energize the coil of the Vehicle electronic lock. Inside the electronic lock is the coil
which creates the magnetic field when the desired voltage is applied.

The Vehicle Electronic Locks usually has two wires, the voltage wire, and the GND wire. The
Electronic lock that we will be using in this project has two wires. The electronic lock can be
checked by applying the voltage across the two wires of the electronic lock.

As this project is based on the Automatic lock controlled system using image processing, in order
to control this Electronic Lock automatically we will need a driver circuit for this Electronic Lock.
This electronic Lock can be controlled automatically using a relay, an NPN transistor or a
MOSFET. As in this project our only aim to open and close the electronic lock, and as we are not
using any PWM or fast switching, so in this project Relay is the best choice. Using relay will also
provide Isolation.

https://www.youtube.com/watch?v=qRfh8gINmIs
Arduino Based RFID Controlled Automatic E-TOLL Collection System

With the movement of inter-State vehicles and goods, there is a need for toll gates. As there are
unauthorized entries and overloaded goods vehicles at the toll gateincreases the load on highways,
Scientific tracking and monitoring system becomes a need of the toll tax department. The proper
collection of toll fees can generate a huge quantum of funds for the maintenance of ageing bridges
and the large road network. Hence to improvethe toll tax collection system and to reduce the traffic
at toll tax depots, the proposed method can be used.There are two ways of collecting toll tax in
practice. First is the traditional manual method where one person collects the money and issues a
receipt. The other one is Smart Card system where the person needs to show the smart card to the
system installed at the toll tax depot to open the barrier. Both the above mentioned methods for
collecting toll tax is time consuming.

In the conventional methods,there are chances of escaping the payment of toll tax. It also
leads to queuing up of the passing vehicles. By the realization of the above proposed system we
can make the Toll Tax collection system more efficient and can reduce the traffic logging on the
highways. This system will save a lot of time of the driver, passengers as well as of the tax
collection authorities.. Hence we propose a No Queue Toll Tax Collection System.
vertical axis wind turbine
Abstract
Vertical Axis Wind Turbines (VAWTs) represent a unique form of power-generating
technology. Historically, they have been relegated to fulfilling a small niche market in
commercially available wind turbines due to their “yaw-less” design. Current VAWT
designs lag behind their Horizontal Axis Wind Turbine (HAWT) counterparts in terms
of efficiency, as measured by their power coefficient. However, new research suggests
that these types of wind turbines may be better suited for wind farm installations than
previously thought. In this chapter VAWT farm research will be reviewed and
discussed. This will then be followed by an overview of different parameters for VAWT
design, with an eye toward designs suitable for installation in an optimized wind farm.
Vertical axis wind turbines (or VAWTs) have the main rotor shaft arranged vertically.
Key advantages of this arrangement are that the turbine does not need to be pointed
into the wind to be effective. This is an advantage on sites where the wind direction is
highly variable. VAWTs can utilise winds from varying directions. With a vertical
axis, the generator and gearbox can be placed near the ground, so the tower doesn’t
need to support it, and it is more accessible for maintenance. Drawbacks are that some
designs produce pulsating torque. Drag may be created when the blade rotates into the
wind.

It is difficult to mount vertical-axis turbines on towers, meaning they are often

installed nearer to the base on which they rest, such as the ground or a building
rooftop. The wind speed is slower at a lower altitude, so less wind energy is available
for a given size turbine. Air flow near the ground and other objects can create
turbulent flow, which can introduce issues of vibration, including noise and bearing
wear which may increase the maintenance or shorten the service life.

However, when a turbine is mounted on a rooftop, the building generally redirects

wind over the roof and this can double the wind speed at the turbine. If the height of
the rooftop mounted turbine tower is approximately 50 per cent of the building height,
this is near the optimum for maximum wind energy and minimum wind turbulence.