Design and Simulation of Vehicle Speed Control System
Chapter One
PURPOSE OF STUDY
The main purpose of this research work is to design and simulate a vehicle speed control system.
AIMS AND OBJECTIVES
The aim and objective of the system to be designed is superior in the sense that all the tasks related to driving are automated and secure. The driver just has to sit back and enjoy the ride.
This system has a large number of advantages:
1) Smooth traffic flow due to lane driving.
2) Speed is maintained at a constant 30 km/h. The speed is fast enough for travelling and slow enough for the driver to escape unhurt in a highly unlikely accident.
3) Driving for the physically challenged.
4) Transport of goods and personnel in sensitive areas like nuclear stations, military installations, industrial hazard-areas or even in large companies
5) Tireless driving devoid of the stress involved in long distance driving
6) Accident prevention due to automatic collision control
7) Only a few components are added to get all these extra advantages
8) Extremely cost effective
9) Easily implementable as the parts required are available in any garage
These above objectives shall be accomplished through a sensor system built for infrastructure to vehicle (I2V) communication, which can transmit the information provided by active signals placed on the road to adapt the vehicle’s speed and prevent collisions. By active signals we mean ordinary traffic signals that incorporate long-range active RFID tags with information stored into them.
CHAPTER TWO
LITERATURE REVIEW
In this section the sensors which have been installed in the vehicle (an electric Citroën Berlingo van) and the infrastructure in order to achieve intelligent speed control would be described indetails. The sensors subsystems are: an RFID-based system for traffic signal detection and identification (in the infrastructure and onboard the vehicle), a differential Hall effect sensor placed in the vehicle’s wheels for high accuracy speed measurement, and a differential global positioning system (DGPS) to locate the vehicle and to set the sampling frequency of our control loop. The physical arrangement of these sensors in the vehicle and the infrastructure is shown in Figure1.
Radio Frequency Identification (RFID) Sensors
An RFID system consists in a set of emitters or tags which, periodically or upon interrogation, transmit a short digital radiofrequency message containing an identification code (unique to each tag) as well as some data stored in the tag’s memory. These data can be obtained remotely by a computer equipped with an RFID reader. Besides the tag ID, which confirms the presence of the tag within the detecting range of the reader, the RFID reader measures the received signal strength (RSSI) of the RF signal, which is an indicator of the range from tag to reader.
The main advantage of RFID systems—with respect to other RF technologies, which could be used for infrastructure-to-vehicle (I2V) communications—is its low cost and minimum infrastructure maintenance, which results in a high scalability and easy deployment of the infrastructure. The kind of active RFID tags used in this research are cheap (10–20 euros each), can be easily attached to the traffic signals and last for at least five years. The right side part of Figure 1 shows the RFID tags placed on the traffic signals.
For this application we have chosen RFID equipment provided by Wavetrend Inc. We use TG800 active tags, emitting identification signals regularly every 1.5 s at an RF carrier frequency of 433 MHz. These tags are rugged and are powered by their own batteries. Two model RX-201 RFID readers are placed on the right side of the computer controlled vehicle, and are polled by a PC through the serial port (two independent readers are used for redundancy, since occasionally tag detections might be missed by one reader). RFID data are transmitted upon detection through an Ethernet connection. It is convenient that the RF signals from the tags placed in the traffic signals are detected from a distance large enough that timely control actions might be taken over the car. Physically, the transmitting range of an RF system is limited by the interference of the wave transmitted directly from emitter to reader, and the one reflected by the ground plane [Rappaport 1996]. For ranges larger than a critical distance, these two waves cancel each other out, and the received signal strength decreases sharply. An approximation to the useful range of a RF transmitting system is given by:
where λ is the wavelength of the RF signal, and hTand hRare respectively the heights of the emitter and the receiver.
From Equation 1, it’s clearly convenient to place both reader and RFID tags as high above the ground as possible. In our case, tags are placed in the plate of the traffic signal, at 2.05 m above the ground, and the readers are situated in one side of the car, at 1.6 m and 1.4 m above the ground, as Sensorsshown in Figure 1. For a wavelength of 0.69 m, this gives an approximate propagation distance of 28 m. Experimentally we found that signals were reliably detected 30 m away from the reader, and occasionally at even larger distances.
CHAPTER THREE
METHODS FOR FACT FINDING AND DETAILED DISCUSSIONS OF THE SYSTEM
METHODOLOGIES FOR FACT-FINDING
The researcher used the following method of data collection in writing the project.
- Secondary data collection: the researcher browsed the internet for existing materials on the subject matter.
- Written Document: A lot of documents concerning simulation of speed control vehicle systems and automation were studied from which I gather useful information for the project.
- Observation: Observations made from already existing systems contributed immensely to the work at hand.
- DISCUSSIONS
System structure
An electronic device (i.e) vehicle tracker is installed on thevehicle. The tracking device works by utilizing the GPS, usedin the satellite navigation system. This links via a mobiledata connection with computer software that you can use totrack location, speed on your mobile or computer. The GPS system is the tracker relays a signals to a satellite which then passes the signal to your tracking software. The satellite will calculate the distance travelled from the information passed from the transmitter before sending information to thereceiver. Twenty GPS satellite covering the whole of the planet in which vehicle can be tracked. From the details location, speed, activity, fuel rate etc in mobile. User again sends back speed reduction limit(i.e) 10,20,30,40 etc to speedometer[16] through GPS satellite, back through same processes. It will control the accidents.
CHAPTER FOUR
FUTURE, IMPLICATIONS AND CHALLENGES OF THE SYSTEM
FUTURES
The experimental simulation tests have been performed in a private driving circuit in the Centre of Automation and Robotics (CAR) of the Spanish National Research Council and Polytechnic University of Madrid (CSIC-UPM) facilities. A simple setup to demonstrate the validity of RFID-based automatic vehicle speed control was arranged, with the circuit and the position of traffic signals shown in the aerial view of Figure 6. Each signal was configured to convey different target speeds to the vehicle’s driver (five signals were used for the tests), as described below. The data of the RFID-tagged traffic signals is detailed in table 1. RFID tags were attached to the front and the back parts of the traffic signal’s plate at a height of 2.05 m over the ground, while the readers were in one side of the car, at 1.6 m and 1.4 m of height.
CHAPTER FIVE
RECOMMENDATIONS, SUMMARY & CONCLUSION
RECOMMENDATIONS
Network, communication and structural infrastructures are a must settle requirement for the real life application of the proposed vehicle speed control system. This is because as studied here the system is high tech based and cannot be implemented in the absence of those basic requirements.
Imaging the network or communication or satellite signal controlling a car in high speed fails, the disaster would be magnificent. Therefore it is recommended that the system should be implemented only when all the required components of the system are readily available and tested to be efficient.
SUMMARY
The speed control system which involves Collision detection and avoidance systems should become more commonplace with the passage of time. People are living in a networked world and constantly feel that they have less time on their hands. It has been jokingly said, that “The more developed a country is, the more time it’s citizens waste behind the steering wheel.” To perfect this technique, it might take several years, but this project is surely a step in the right direction. Prevention is better than cure. So instead of treating patients after an accident, accidents should be prevented by incorporating this system.
This project is very feasible as very less expensive parts are used. The most expensive component is the micro-processor which is available in the second hand market at a very low cost.
This project can be improved upon in many ways. For example: Including an overtaking feature. Hopefully we will implement them in the future.
CONCLUSION
This study presents architecture for automatic adaptation of the longitudinal speed control of a vehicle to the circumstances of the road which can help to decrease one of the major causes of fatalities: the excessive or inadequate vehicle speed. Our approach is based on a combination of three different sensor technologies: RFID tagging of traffic signals to convey their information to the car, Hall Effect sensors located in the vehicle’s wheels for high accuracy measurement of the speed of the car, and DGPS for precise positioning of the vehicle and control loop time. Sensor fusion is applied to the information received by these subsystems, and used to adjust the longitudinal speed of the vehicle with a fuzzy controller. The proposed on-board architecture is portable and easily adaptable to any commercial car with minimal modifications.
The system shows promising results, since active RFID technology permits to detect the presence and identity of the traffic signals reliably and sufficiently in advance, so corrective actions on the vehicle’s behaviour can be taken. In the empirical trials in our installations, the vehicle’s speed was successfully changed as a result of the detection of the signals, increasing the driver’s safety. The technology developed can assist human drivers in difficult road circumstances, as well as a complement ISA or CWS systems if the car is already equipped with them.
The speed control system which involves Collision detection and avoidance systems should become more commonplace with the passage of time. People are living in a networked world and constantly feel that they have less time on their hands. It has been jokingly said, that “The more developed a country is, the more time it’s citizens waste behind the steering wheel.” To perfect this technique, it might take several years, but this project is surely a step in the right direction. Prevention is better than cure. So instead of treating patients after an accident, accidents should be prevented by incorporating this system.
This project is very feasible as very less expensive parts are used. The most expensive component is the micro-processor which is available in the second hand market at a very low cost.
This project can be improved upon in many ways. For example: Including an overtaking feature. Hopefully we will implement them in the future.
Network, communication and structural infrastructures are a must settle requirement for the real life application of the proposed vehicle speed control system. This is because as studied here the system is high tech based and cannot be implemented in the absence of those basic requirements.
Imaging the network or communication or satellite signal controlling a car in high speed fails, the disaster would be magnificent. Therefore it is recommended that the system should be implemented only when all the required components of the system are readily available and tested to be efficient.
REFERENCES
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- White Paper—‘European Transport Policy for 2010: Time to Decide’; European Commission: Brussels, Belgium, December 9, 2001.
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