2011 International Conference on Circuits, System and Simulation IPCSIT vol.

7 (2011) (2011) IACSIT Press, Singapore

A Design & Implementation of Collision Avoidance System (CAS) for Automobiles using Embedded System
Rajarajan.R1 , Abdul Rahuman.S2, Harish Bharath.M.A3
1,2,3

Velammal Institute of Technology, India

Abstract: The industry strategy for automotive safety systems has been evolving over the last 20 years.
Initially, individual passive devices and features such as seatbelts, airbags, knee bolsters, crush zones, etc. was developed for saving lives and minimizing injuries when an accident occurs. Later, preventive measures such as improving visibility, headlights, windshield wipers, tire traction, etc. were deployed to reduce the probability of getting into an accident. Now we are at the stage of actively avoiding accidents as well as providing maximum protection to the vehicle occupants and even pedestrians. Systems that are on the threshold of being deployed or under intense development include collision avoidance systems. In this dissertation, advanced ideas such as pre-crash sensing, ultrasonic sensor is used to sense the object in front of the vehicle and gives the signal to the micro controller unit. Based on the signal received from the ultrasonic sensor, the micro controller unit sends a signal to the braking unit for applying the brake automatically as per braking & throttle control logic fed in to the micro controller unit. To avoid the collision between the vehicles during the period of running conditions and automatically applying the brake by means of actuators, Distance measuring sensors & Electronic control module.

Key Words: Actuator, ultrasonic sensor, Microcontroller, Electronic control module

1. Introduction
Despite all the advances made, the overriding vision of zero-accident motoring still remains a vision of unachieved. We need to reduce further the number of accident victims, and the use of new driver assistance systems will enable us to make significant progress in this field. Such systems represent the second revolution in active safety after Electronic Stability Program (ESP). Our new electronic assistance will be systems that can see and therefore provide active operating support for drivers. The systems will also be able to see farther and take in a wider spectrum than any human ever could. The goal we have defined is to make vehicles of tomorrow capable of communicating with one another, and hence able to issue warnings to drivers concerning any imminent dangers. As a consequence for the medium term, driver assistance and communication systems will both be featured as integrated vehicle modules to reduce traffic accidents significantly. The top model in our range, the phaeton, is already available with the option of Automatic Distance Control (ADC), which is geared to maintain automatically a minimum distance from the vehicle ahead through system-initiated braking and acceleration. It is well known that driver errors are the main cause for to increased severity, of most accidents. An increasing amount of automotive systems, such as brakes, steering system and suspension, is controllable by means of electronics and software. The expanded use of electronics, micro controllers, sensors, actuators, etc. in the automotive industry will have a major impact on the architecture of future safety systems.

2. Microprocessor & Microcontroller:

The terms processor refers to any three types of devices known as microprocessors, microcontrollers and digital signal processors. The name microprocessor is usually reserved for a chip that contains a powerful
295

CPU that has not been designed with any particular computation in mind. These chips are usually the foundation of personal computers and high-end workstations. The most common microprocessors are members of Motorolas 68k-found in older Macintosh computer and the ubiquitous 80 x 86 families. A microcontroller is very much like a microprocessor, except that it has been designed specifically for use in embedded systems. Microcontroller typically includes a CPU, memory and other peripherals in the integrated circuit. Common examples are the 8051, Intels 80196 and Motorolas 68HCxx series. PIC 16F876, PIC 18C84.

3. Project Overview
The development of this system is strongly technology driven. So far, traffic safety performance improvements depend strongly on the systems specific operating characteristics and on the actual traffic conditions such as flow density, speed, the mix between manual and instrumented vehicles.

4. Conceptual Design Of Collision Avoidance System

CAS deals with two basic object detection modes. First one is deceleration range and another one is breaking range. The system, which is provided with obstacle sensing device, gets the obstacle warning ahead of the host vehicle, and also the distance that object has been detected. After the data received by the control module from sensing device, it decides whether the object is in deceleration range or in braking range according to the data fed already in to the control module as per control algorithm. Simply, as the object found within the deceleration range controller actuates only the throttle actuator for deceleration. Otherwise if the object found closer than deceleration range i.e., braking range controller actuates both throttle and brake for deceleration as well as applying brake respectively. If the obstacle found in the range of deceleration there will be no need to apply the brake. That is the vehicle has enough distance to decelerate and to have a control over steering. Hence the driver can ultimately steer the vehicle from obstacle. If the object is found within the braking range CAS will not have enough distance to decelerate and take steer. So that ultimately it goes for brake for avoiding smash. Also, the systems deceleration range and braking ranges were decided according to the vehicles individual dynamics as well as its deceleration ability and Braking performance. i.e., stopping distance. As per the circuit the signal goes to the input conditioning that may be Analogue to digital converter from various input sensors as shown in circuit diagram. The micro controller processes the input according to the algorithm, which was fed in to the micro controller. The output of the micro controller is modified to the output conditioning i.e., Digital to Analog converter. The appropriate pulses control the actuator unit, which is gaining operation signals from micro controller output. As per the design an ultrasonic distance measurement sensor has been proposed as obstacle detecting sensor. The inductive sensor, which gives the pulses to the Micro-Controller is the source for vehicle speed measurement. And the Rotary potentiometers are used here as the pedal position sensor for both Accelerator as well as Brake. The micro controller used here is 89C51. And the actuator proposed here is stepper motor
296

for both thr rottle and bra control. S ake Stepper moto can be rot as steps so that we can achieve similar to the or tate e normal oper ration of the throttle and brake pedals s.

5. React tion Time and Sto es opping Distances

In our s studies we in nvestigated t effects of luminance, contrast and spatial freq the f d quency on re eaction time. . Of particula interest w ar were the com mbinations of parameters, which simu f ulate urban night driving conditions g s that are low luminance, low contras and low sp w st patial frequen ncies. As exp pected, we fo found that vis sual reaction n time increa ases with red ducing targe visibility. Reaction tim varied fr et me from 200 ms in optimal conditions, s l , usually enco ountered dur ring daytime driving (i.e. high contra photonic luminance), to about 600 ms in non. ast, 0 optimal con nditions expe erienced duri night driv ing ving (i.e. low luminance, low contrast) w It is of interest to note how th RT data might translate into cri f he itical (safe) stopping dis stances. The e Highway Code recomm mendations fo the shorte stopping distances fo various ve or est or ehicles speed break these d e down to "th hinking" and "braking" distances. T "thinking distance" i a compon d The g is nent, which includes the e visual react tion time, the pedal response and the mechanical action of th brakes. T "braking distance" is e e he The s the time tak to decele ken erate to zero Kmph. For example, the overall stopping distan for 50 km speed is e nce mph s composed o a 9 m thin of nking distanc and a 14 m braking distance. Give a visual re ce en eaction time of 200 msec c for the calc culation of the "thinkin distances" under opt ng timal daytim condition (as sugge me ns ested by the e Highway C Code), it is po ossible to es stimate the c corresponding "thinking distances" fo the non-optimal night g or t time conditi ions. Table il llustrates the increase in t e thinking and overall stop d pping distanc for differ speeds, which would ces rent w d occur if the target were of low con e e ntrast and lum minance. Ef ffectively, we have calcu e ulated an inc crease in RT T from 200 to 600 msec. This mode increase i thinking time results in significan increases in stopping o . est in t nt g distances de espite the co onservative c characteristic of our mo cs odel. For ex xample, for a speed of 80 kmph the 8 e increase in s stopping dist tance is abou 8.9 metres ut s.
Table 1 Illustrating Thinkin and Stoppin T ng ng

1: ping" distanc (in mete under op ces ers) ptimal photo onic conditio and nonons Table 1 "Thinking" and "stopp optimal nig ght-time cond ditions for di ifferent vehicle speeds. The addition distance is the calcula T nal ated increase e in overall st topping dista ance under ni ight-time con nditions. Not that 4 m is the length o an average vehicle. te s of e Factors, which affec the stoppin distance o the vehicle are, the ma of the car will affect the stopping ct ng of ass r g to s crease as the mass of the car increase Therefore es. e distance of the car due t the effects of friction that will inc g f he eases. the stopping distance of the car will shorten as th mass incre 6. Sp peed of the c affects th stopping d car he distance beca ause it has m more energy to carry it fu urther and to o ov vercome fric ctional force therefore gre eater speed should mean greater stopp s ping distance e. 7. A Aerodynamics will affect the stoppin distance because the m t ng b more aerody ynamic the object in this o s ca the car h less drag or air resis ase, has g stance will be produced t therefore a g greater stopp ping distance e will w be achiev ved. 8. T surface on which the car is to stop on will affe the stoppi distance. Because, fo example if The p ect ing . or f th road surfa is texture it will req he ace ed, quire more en nergy from t car to overcome friction from the the e ro ough surface therefore th car will no travel as fa as on a no his ot ar on-textured o smooth sur or rface.

297

9. Also all other frictional forces will affect the car like the surface area of the tires on the car, the friction between the axle and the chassis. Also the amount of friction will increases with temperature of the surface and the tires. 10. Gravity, although it is unable to vary this in my experiment, it would affect the friction between the car and the road therefore would increase the stopping distance of the car if you could decrease the gravitational pull on the car.

6. Conclusion
Collision avoidance systems are especially useful in bad weather conditions. The sensors in the car would be capable of detecting the poor conditions and would inform the driver on how to drive in them. For example, because fog affects visibility, the sensors would recognize this and alert the driver of any dangers that lie ahead, like a windy turn or another car, giving the driver enough time to slow down, allowing him to escape from what could have been a bad accident.

7. References
[1] S. M. Metev and V. P. Veiko, Laser Assisted Microtechnology, 2nd ed., R. M. Osgood, Jr., Ed. Berlin, Germany: Springer-Verlag, 1998. J. Breckling, Ed., The Analysis of Directional Time Series: applications to Wind Speed and Direction, ser. Lecture Notes in Statistics. Berlin, Germany: Springer, 1989, vol. 61. [2] polySi TFT, IEEE Electron Device Lett., vol. 20, pp. 569571, Nov. 1999. (2002) The IEEE website. [Online]. Available: http://www.ieee.org/ [3] M. Shell. (2002) IEEEtran homepage on CTAN. [Online]. Available: http://www.ctan.org/texarchive/macros/latex/contrib/supported/IEEEtran/ [4] FLEXChip Signal Processor (MC68175/D), Motorola, 1996. [5] (2002) The IEEE website. [Online]. Available: http://www.ieee.org/ [6] M. Shell. (2002) IEEEtran homepage on CTAN. [Online]. Available: http://www.ctan.org/texarchive/macros/latex/contrib/supported/IEEEtran/ [7] FLEXChip Signal Processor (MC68175/D), Motorola, 1996. [8] PDCA12-70 data sheet, Opto Speed SA, Mezzovico, Switzerland. [9] R. E. Sorace, V. S. Reinhardt, and S. A. Vaughn, High-speed digital-to-RF converter, U.S. Patent 5 668 842, Sept. 16, 1997.

298