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EMERGENCY BRAKE ASSIST[EBA]

Contents
1. INTRODUCTION ..................................................................................................................................... 3
1.1 History ................................................................................................................................................. 3
1.2 Importance .......................................................................................................................................... 4
1.2.1 Emergency Brake Assist (EBA)...................................................................................................... 4
2. LITERATURE SURVEY ............................................................................................................................. 6
2.1. David LeBlanc, Mark Gilbert (2009): .................................................................................................. 6
2.2. LottoJacobson, Mogdalena Lindman(2010): ..................................................................................... 6
2.3. Alessandria cezar pint, cleber William Gomes:.................................................................................. 6
2.4Takahiroa wada kohei Sanada ............................................................................................................. 6
2.5 J Valncogne ......................................................................................................................................... 7
2.6 Erkin Dicmen ,tankut acarman............................................................................................................ 7
2.8 Kyongsu yi,Seung-wenk...................................................................................................................... 7
2.9 Mattias brannstron ............................................................................................................................. 7
2.10 G.Rondonyi ....................................................................................................................................... 8
2.11 KU..iwano .......................................................................................................................................... 8
2.12. Matthias ........................................................................................................................................... 8
2.13 Rouse matasumi................................................................................................................................ 8
2.14 Kenschmiit......................................................................................................................................... 8
2.15 Wean-en-ting .................................................................................................................................... 9
2.16 Monika davidekova ........................................................................................................................... 9
2.17 Kanshimazaki..................................................................................................................................... 9
2.18 Guaxi feng ......................................................................................................................................... 9
4.1 Developing Advanced Emergency Braking Systems ......................................................................... 11
4.6 Braking Mechanism........................................................................................................................... 16
5. Is Emergency Brake Assist Necessary?.................................................................................................... 23
8.0 FUTURE SCOPE ...................................................................................................................................... 28

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Figure 1: Emergency Brake Assist................................................................................................................ 4


Figure 2: Electronic Brake Distribution ........................................................................................................ 5
Figure 3: Collision Warning & Electro-Braking System ............................... Error! Bookmark not defined.
Figure 4:Top: AEBS overview. Bottom: A typical AEBS scenario, in which a truck with AEBS installed
approaches a slow-moving vehicle. ............................................................................................................ 12
Figure 5Fig. 4.3 Photo Electric Sensor......................................................................................................... 14

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1. INTRODUCTION

1.1 History

The electro braking system on British railways trains was introduced in 1950 and remains
the primary braking system for multiple unit in service today. The southern region of British
railways operated a self-content fleet of electric multiple unit for suburban and middle passenger
train from 1950s and expansion of fleet was under taken and new build adopted a braking system
that was a novel in UK. The electro brake in which compressed air brake operation was controlled
electrically by driver. This was considerable successful technical advance, enabling a quicker and
more sensitive response to the driver operation of brake controlEmergency brake assist (EBA)
or brake assist (BA or BAS) is a generic term for an automobile braking technology that increases braking
pressure in an emergency. The first application was developed jointly by Daimler
Benz and TRW/LucasVarity Research conducted in 1992 at the Mercedes-Benz driving simulator in Berlin
revealed that more than 90% of drivers fail to brake with enough force when faced with an emergency.

By interpreting the speed and force with which the brake pedal is pushed, the system detects
if the driver is trying to execute an emergency stop, and if the brake pedal is not fully applied, the
system overrides and fully applies the brakes until the anti-lock braking system (ABS) takes over
to stop the wheels locking up.[1]

This is a lower level of automation than a collision avoidance system which may initiate
braking on its own if the onboard computer detects an imminent collision.

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1.2 Importance
1.2.1 Emergency Brake Assist (EBA)
Senses an emergency braking situation and helps the driver to reduce speed in the shortest
distance possible In an emergency, many people do not depress the brake pedal hard enough. EBA.

Figure 1: Emergency Brake Assist

1.2.2 Dynamic Stability and traction Control (DSTC)


DSTC makes driving on twisty and slippery road conditions safer, by using sensors to detect
whether any of the wheels is losing traction. DSTC has the ability to cut power in a flash, helping
the car to regain its grip. If in any case the car shows a tendency to
Skid the system automatically slows the particular wheels to help maintain control.
.
1.2.3 Electronic Brake Distribution (EBD)
EBD makes sure that the braking forces of the car are distributed between the front and the
rear brakes in order to optimize braking efficiency.

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Figure 2: Electronic Brake Distribution

1.2.4 Anti-Lock braking system (ABS)


With ABS you can brake as hard as you can and steer yourself to safety without the fear of
wheels locking up and skidding.
.1.2.5 Blind Spot information system (BSIS)
Using cameras set just below the outer rear view mirrors the BSDS tell you if there is any
vehicle in your blind spot.

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2. LITERATURE SURVEY

2.1. David LeBlanc, Mark Gilbert (2009):


Preclusion system use forward looking sensor to detect the location and motion of vehicle ahead
and provide a sequence of action to help the driver either avoid striking the rear end of another
vehicle or mitigate the severity of the crash. The action include the drivers alert, amplification of
drivers braking as distance decreases and dynamic brake support and automatic braking if driver
has not acted sufficiently. Recent efforts by various organizations have sought to define PCS
objective test procedure and test equipment in support of consumer information program and
potential certification.

2.2. LottoJacobson, Mogdalena Lindman(2010):


Run off road events are frequently and can result in consequences. The reason for leaving the road
is numerous and the sequence the car is exerted to differs in most events. The objective of study is
to identify different situation of mechanism both in rasp to accident avoidance and occupants
protection and to present test method addressing the different identified mechanism of runoff road
occupant’s safety. Mechanism using statistical and in depth crash data as well as driving data there
no. of reason for leaving the road; driver fatigue, driver distracting and inadequate speed in relation
to traffic situation to mention few.

2.3. Alessandria cezar pint, cleber William Gomes:


From simple collision to major travesty, car accidents happen every day. Automobile industry has
been investing a lot in security system (e.g. airbags, ABS brakes, vehicle proximity warning
system). However, drivers are still the one who have to act in order to avoid collision, by using
brakes or maneuvering the car. The purpose of this project is to develop any collision logic that
can be use in automobile vehicle to avoid collision with both static and moving object by
interfacing on vehicle behavior. The control system is based on fuzzy modeled controller using
the MATLAB and semolina tools from moth’s works. The prototype chosen to test the logic was
the robotics, a nubile robot system made by fest didaot, and used for educational, training and
research purpose. Robotino is able to integrate to semolina tool natively and provides out of the
box sensors and actuators so the developers are able to focus to focus the efforts software itself

2.4Takahiroa wada kohei Sanada


1 Examined That we discuss a methodology to decrease drivers workload and improve their
driving skills by using haptic shared and cooperative control methods and speciation is drivers
assistance system drivers support driving skills development haptic shred control cooperative.
Application of it is reduce drivers workload and increase safety, conclusion is this paperdiscuss a

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methodology for the simultenious achievement of driver support and skills improvement in shared
and cooperative control of the drivers .
2.5 J Valncogne
Examined that maintanance operation and driving assisting system , and observation is
large investment is aimed to possible head ways of 2minutes [instead of 2minutes 30
sec]with more than 200 meters long trains on the heavily loaded line, specification is
railway automation .safety computer ,software validation ,verification ,qualification
control application of this is this automobile train control obvisiously respect the speed
limit polygon of line the rolling stock. And conclusion is SACEM Will make high level
perfomance as well as very high safety for trains operated under a short headways while
ensuring a very high flexibilty with regarad environment.
2.6 Erkin Dicmen ,tankut acarman
Active coordination of the individual actuated wheel braking and steering to enchance
vehicle lateral stability and handling. And observation is electronic stability program these control
system are introduced to assist to driver to assure active safety during short termemergency
situation while stabilizing the vehicle motion dynamic . application is its mainly used forcontrol
wheel braking and steering regulator, and conclusion the control algorithm improving
vehiclehandling and lateral stability is introduced handling in the lateral direction is assured by
regulating theindividual acutuated wheel braking actuator
2.7 peter gaspar states that design of an LPV based intergerated control for driver assistance
system In that observation is control design of driver assistance system which integrates the brake
the steering and suspension system during vehicle control system generates brake .the front
steering angle of wheelAnd application is its used for intergrated vehicle control fault tolerant
control, and conclusion is the design of supervisory intergrated driver assistance system able to
track the road geometry with define velocity which improve steering and road stability and lateral
errors is reduce below an acceptable threeshold
2.8 Kyongsu yi,Seung-wenk
states that design of full range collision avoidance mitigation brakingAnd its observation is The
design of fulll range ACC[adaptive cruise control ]with collision avoidance braking the control the
vehicle it would feel naturl to human and passenger during normal safe driving Application of it
is use to prevent vehicle collision in dangerous traffic situation such as serve braking of the
preccding vehicke and conclusion the control scheme was design based on analysis of mannual
data such as control vehicle would feel natural to human driver and passenger during normal
safe driving situation

2.9 Mattias brannstron this scientist says that a real time implementation of collision avoidance
System observation is THE real time implemention of a collision avoidance braking and model
predictive control assist driver imn avoiding collision with other road users.and application is road
users cause million of serious injuries every year so this system are used to control accidents and
conclusion is the rivers in avoiding arbitary collision with other road users can be implemented in
real time application the real time implementationof the CA system has successfully been tasted
in rear end and inter section collision .

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2.10 G.Rondonyi states that identification of an LPV vehicle model based steering control and
observation is A physically parameter rized continuous time velocity schedule LPV state space
model of heavy truck is indentified from measurement data the aim to develop a model for
controller which steers the vehicle Specification is LPV identification steering dynamic
,differential braking unintended lane department of application is its Mainly uses for controlling
electronic braking system , conclusion is a linear velocity varying model was identified for steering
controlller which brake front wheel with help of the keeping velocity constant.

2.11 KU..iwano states that a study on shared control between driver and an active steering control
system in emergency obstacle avoidance situation and its observation is the control input of such
active steering control system can be classified into steering angle and steering torque input the
active system for obstacle avoidance system based on sterring automobile ,and its specification is
automobile .collision avoidance active steering system ,shared control and application is this
system are used to driving simulator conclusion of it is the effectiveness of active steering for
collision avoidance assistance on the driver vehicle system for differ intervation level of the active
steering by using drivig simulator.

2.12. Matthias states that automation sterring and braking for collision avoiding vehicle
observation is a collision avoiding vehicle driver assistance system is develop using braking
.steering and braking to guide a vehicle on desire trajectory for steering , application is braking
,steering or a combination of steering and braking, and conclusion of system improving the active
safety of vehicle a collision avoiding system is considered therefore two different approach for
trajectory control of emergency steering.

2.13 Rouse matasumi States that autonomous braking control system for pedestrian collision
avoidance by using potential field and its observation is the inter section right turn during situation
which drivers need to negotiate pedestrian near cross walk region autonomous collision avoidance
by electric braking torque of electric vehicle and specification is autonomous driving collision
avoidance .intelligent vehicle potential field, application of it is technology is make to protect road
users and realize zero traffic accident, conclusion is they presented pedestrian collision avoidance
system by using the automatic electric braking control in intersection including the hazard
anticipatory driving behaviour of expert drivers.

2.14 Kenschmiit , states that it is situation analysis warning and emergency braking for collision
avoidance in overtaking situation, and observation the function is which early detect dangerous
overtaking on two lanes rural roads and help to prevent accidents based on data of an environment
system and vehicle dynamic sensors. Specification is driver assistance ,collision avoidance
,overtaking situation analysis automatic braking , application is miss judgement of distance and
speed of on coming Vehicle its desirable to support driver with assistance system ion is obtain
excellent braking performance Because of reduction braking time and distance.

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2.15 Wean-en-ting states that non linear back stepping design of antilock braking system with
Assistance of active suspension and observation is this paper develop a non linear antilock braking
System combined with active suspension applied to quarter vehicle model by employing non linear
back stepping control design, specification is anti-lock braking system ,active vehicle suspension
Application of this is its used in ABS System to reduce by the control torque from disk /drum
brakes, and Conclusion is obtain excellent braking performance because of reduction of braking
time and distance.

2.16 Monika davidekova, states that if every car has autonomous emergency braking system for
Forward collision avoidance, and observation is these integration the autonomous emergency
brake Assist in all cars and how it would impact such attack. Specification is vehicular
communication , autonomous emergency brake assist. Application is its used in for braking system
in cars for emergency Braking applied conclusion of it is these autonomous emergency brake
assists include forward collision Avoidance the is relatively effective in reduction frontal collision
by lower speed despite the fact the Forward collision is not highly effective.

2.17 Kanshimazaki states that , the public understanding of the functionality and limitation of
automatic braking and observation of it is automated driving system are increase widespread in
the Automotive industry to operate automobile that are assisted by such system drivers must
correctly Understand their functionality, specification is automatic braking public understanding,
application is the Automatic braking could detect pedestrian or bicycle. Conclusion is the function
ability and limitation of Automatic braking system our result indicate that majority of people have
an essentially correct Understanding with few people reporting mistake perception such as
automatic braking system.

2.18 Guaxi feng states that, observer based assistance control design under time varying sampling
for Power assisted wheel chair and observation is manual wheel chair and fully electric powered
wheel Chair power assisted wheel chair provide a special structure where the human can use her
/him Propulsion top interact with assistive system , specification of this is assistive control system
Application of this is its use for disabled person in wheel chair system, conclusion is this assistive
control design not only reduce the system cost and the need of torque sensors but and also increase
the safety of wheel chair.

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Collision avoidance system


A collision avoidance system, also known as a precrash system, forward collision warning
system, or collision mitigating system, is an automobile safety system designed to prevent or
reduce the severity of a collision. It uses radar (all-weather) and sometimes laser (LIDAR) and
camera (employing image recognition) to detect an imminent crash. GPSsensors can detect fixed
dangers such as approaching stop signs through a location database.[1][2][3]
Once an impending collision is detected, these systems provide a warning to the driver. When
the collision becomes imminent, they take action autonomously without any driver input (by
braking or steering or both). Collision avoidance by braking is appropriate at low vehicle speeds
(e.g. below 50 km/h (31 mph)), while collision avoidance by steering may be more appropriate at
higher vehicle speeds if lanes are clear.[4] Cars with collision avoidance may also be equipped
with adaptive cruise control, using the same forward-looking sensors.
In March 2016, the National Highway Traffic Safety Administration (NHTSA) and the Insurance
Institute for Highway Safety announced the manufacturers of 99% of U.S. automobiles had
agreed to include automatic emergency braking systems as standard on virtually all new cars sold
in the U.S. by 2022.[5] In Europe, there was a related agreement about advanced emergency
braking system (AEBS) or autonomous emergency braking (AEB) in 2012.[6] United Nations
Economic Commission for Europe (UNECE) has announced that this kind of system will
become mandatory for new heavy vehicles starting in 2015.[7] NHTSA projected that the ensuing
accelerated rollout of automatic emergency braking would prevent an estimated 28,000 collisions
and 12,000 injuries.[5] In India, Autonomous Emergency Braking system (AEB) could become
mandatory on new cars by 2022.

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4.1 Developing Advanced Emergency Braking Systems


Rear-end collisions are the most common type of accident for freight-carrying trucks and other
heavy vehicles. To reduce the risk of rear-end collisions, in 2015 the EU mandated advanced
emergency braking systems (AEBS) for all new vehicles.

Like other advanced driver assistance systems (ADAS), an AEBS uses input from sensors to screen
the environment. When a collision is imminent, the system warns the driver with an audio alarm.
If the driver does not respond, it applies a warning brake. If the driver still does not respond, the
system applies the brakes fully to avoid the collision (Figure 3). The AEBS also provides “brake
assist": When the driver brakes, but with insufficient force to avoid a collision, the system
calculates and then applies the required extra braking force. Implementing the System and
Optimizing Performance

To deploy the sensor fusion system to the ECU, we generated C code from our Simulink model
with Embedded Coder®. With code generation, we were able to get to an implementation quickly,
as well as avoid coding errors. Most of the ECU processor’s resources were allocated to
maintenance functions—monitoring dashboard alerts, physical estimations, data gateway,
adaptive cruise control, and so on. As a result, we needed to optimize our initial design to increase
its efficiency. In order to get the most performance out of the generated code, we worked with the
Math Works pilot team, who helped us optimize code generated from MATLAB Coder. To further
reduce the processing load we divided the model into separate parts that were executed on
alternating cycles. For example, instead of running calculations for stationary and moving objects
on every cycle, we ran them on alternating cycles. We realized that the processor was bogged
down by the trigonometric functions our system

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Figure 3:Top: AEBS overview. Bottom: A typical AEBS scenario, in which a truck with AEBS
installed approaches a slow-moving vehicle.
AEBS uses both radar and camera sensors mounted on the front of the vehicle to scan for objects
in the area ahead. The system leverages the particular strengths of each sensor to gain a more
precise environment model. Radar sensors excel at determining an object’s range, relative velocity,
and solidity but are less able to determine its shape or lateral position. A system using radar alone
would find it difficult to distinguish a car parked at the side of the road from one in the driver’s
lane. Cameras, on the other hand, can pinpoint an object’s size and lateral position but do not detect
range well and are unable to assess density (a dense cloud may be perceived as a solid object).

My colleagues and I built a sensor fusion system that matches and merges data from both sensors
into a single object. The system uses four weighted properties—longitudinal speed and position

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and lateral speed and position—to calculate the probability that both sensors have detected the
same object. Once the sensor fusion system has identified an object in the host vehicle's path, it
passes the object’s position and the vehicle’s projected path to the AEBS, which determines when
to alert the driver or engage the brakes.

Our group had previously used Model-Based Design to develop an adaptive cruise control system
using radar technology, but we had never before developed a sensor fusion system. Because it was
a new design, we knew we would need a readable, understandable architecture to visualize signal
flow. We also anticipated many design iterations, so we wanted an easy way to visualize results
and debug our designs. In addition, we wanted to save time by generating code, but the code had
to be efficient, as the CPU load on our electronics control unit (ECU) was already about 60% when
we started the sensor fusion project. Lastly, we needed to thoroughly verify our design—our plan
was to run simulations based on more than 1.5 million kilometres worth of sensor data. Model-
Based Design met all these requirements.

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3. PRINCIPAL COMPONENTS OF INTELLIGENT BRAKING


SYSTEM

Photo-electric sensor

The photo electric sensor is mounted on the sheet metal panel on the base frame by means of an Z
shaped clamp. The photo-sensor as the name suggests senses the proximity of the obstruction
which acts as stops, such that when they come in front of the photo sensor the Relay is operated to
stop the vehicle motion. The photo- sensor is connected to the electronic relay and the power
source.

Fig. 4.3 Photo Electric Sensor

Figure 4Fig. 4.3 Photo Electric Sensor

Sensor type: Photo electric sensor Size: M18

M18 Cylindrical Sensors with Built-In Amplifiers

.Note: We have Selected M18 Sensor with following specifications

1. Mounting size hole: 18.5 mm

2. Voltage: 230 Volt AC 3. Sensing distance: Minimum = 50 mm &Maximum: 500mm

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4.4 Electronic Relay

8 Pin electronic relay MK2PN-5-I-S,230V AC , 10 A. Electronic relay is used for the sequencing
of the actuation mechanism. Working Principle of Relay

It works on the principle of an electromagnetic attraction. When the circuit of the relay senses the
fault current, it energises the electromagnetic field which produces the temporary magnetic field.

Fig no. 4.5 electronic relay

Figure 5;Fig no. 4.5 electronic relayFigure 6

This magnetic field moves the relay armature for opening or closing the connections. The small
power relay has only one contacts, and the high power relay has two contacts for opening the
switch.

The inner section of the relay is shown in the figure below. It has an iron core which is wound by
a control coil. The power supply is given to the coil through the contacts of the load and the control
switch. The current flows through the coil produces the magnetic field around it.

Due to this magnetic field, the upper arm of the magnet attracts the lower arm. Hence close the
circuit, which makes the current flow through the load. If the contact is already closed, then it
moves oppositely and hence open the contact

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4.6 Braking Mechanism

The braking mechanism uses a Disk brake and brake caliper arrangement. The Disk brake is used
with the view to maximize the braking and ensure safety. The brake caliper is actuated
electrically.When the brake pedal is depressed, the pressure on the brake pedal moves a piston in
the master cylinder, forcing the brake fluid from the master cylinder through the brake lines and
flexible hoses to the calipers and wheel cylinders. The force applied to the brake pedal produces
a proportional The calipers and wheel cylinders contain pistons, which are connected to a disc
brake pad or brake shoe. Each output piston pushes the attached friction material against the
surface of the rotor or wall of the brake drum, thus slowing down the rotation of the wheel.
When pressure on the pedal is released, the pads and shoes return to their released positions. This
action forces the brake fluid back through the flexible hose and tubing to thenr.

Fig no braking mechanism

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4.7 Collision warning indicator lamp and or Hooter:

This is the indication or alarm system, the lamp is an red LED lamp that flashes when over speed
occurs, similarly the hooter is a horn or buzzer arrangement that goes on after over-speed occurs
there by alarming the driver. moves forward the resultant gap between obstruction and the
proximity sensor exceeds theOnce an impending collision is detected, these systems provide a
warning to the driver. When the collision becomes imminent, they take action autonomously
without any driver input (by braking or steering or both). Collision avoidance by braking is
appropriate at low vehicle speeds (e.g. below 50 km/h (31 mph)), while collision avoidance by
steering may be more appropriate at higher vehicle speeds if lanes are clear.[4] Cars with collision
avoidance may also be equipped with adaptive cruise control, using the same forward-looking
sensors. Automobile collision avoidance systems operate under the guiding principle that even if
an impending collision is unavoidable, the right corrective measures can reduce the severity of an
accident. By reducing the severity of an accident, any damage to property and injuries or loss of
life are similarly reduced. In order to accomplish this, collision avoidance systems use a variety of
sensors that are capable of detecting unavoidable obstructions in front of a moving vehicle.
Depending on the particular system, if may then issue a warning to the driver or take any number
of direct, corrective actions. Most automobile collision avoidance systems draw on existing
technologies. Since these systems require front-facing sensors, they often pull data from the same sensors
that are used by an adaptive cruise control system. Depending on the particular system, those sensors
may use radar, lasers, or other techniques to map the physical space in front of a vehicle.

When it receives data from front-facing sensors, a collision avoidance system performs
calculations to determine if there are any potential obstructions present. If the speed differential
between the vehicle and any object in front of it is too great, then the system may be capable of
performing a handful of different tasks. The simplest collision avoidance systems will issue a
warning at this point, which will hopefully provide the driver with enough advanced warning to
hit the brakes or steer away from the obstruction.

In some cases, the collision avoidance system may also pre-charge the brakes in conjunction with
an automatic braking or emergency brake assist system.. That can provide the driver with a
substantial amount of braking power the moment he depresses the pedal, which may effectively
reduce the severity of an accident.

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Some automobile collision avoidance systems are also capable of taking direct, corrective
measures. If one of these systems determines that a collision is imminent, it can actually engage
the brakes rather than simply pre-charging them. Other systems, like ABS and electronic stability
control, may also kick in to keep the vehicle from skidding, which can help the driver maintain
control the vehicle .

4.8 Working
System starts with motor starting…motor speed controlled by electronic speed regulator….as
warning in the form of indicator lamp lights and ..Consequently the following actions take place

Audio collision warning in the form of hooter goes ON Braking mechanism is actuated to operate
the shoe brake cam linear actuator mechanism Brake assist systems typically kick in when a driver
applies their brakes suddenly and with a great deal of force. Some of these systems are able to
learn and adapt to a particular driver's braking style, while others use pre-set thresholds to
determine when assistance is needed.

When a brake assist system determines that a panic or emergency stop situation is underway,
additional force is added to the force that the driver has applied to the brake pedal.

The basic idea is that the brake assist system applies the maximum amount of force to the brakes
that can be applied safely in order to bring the vehicle to a stop within a minimum amount of
time and distance traveled Brake assist helps prevent collisions by applying more force to the
brakes, as long as more force can be applied safely. Jeremy Laukkonen Since the driver is

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effectively taken out of the loop when a brake assist system kicks in, the EBA and anti-lock
brake (ABS) technologies are able to work together to either stop the vehicle, and prevent a
collision, or slow it down as much as possible before a collision occurs. n a situation like this, the

The disc brake is a lot like the brakes on a bicycle Bicycle brakes have a caliper, which squeezes
the brake pads against the wheel. In a disc brake, the brake pads squeeze the rotor instead of the
wheel, and the force is transmitted hydraulically instead of through a cable. Friction between the
pads and the disc slows the disc down.

A moving car has a certain amount of kinetic energy, and the brakes have to remove this energy
from the car in order to stop it. How do the brakes do this? Each time you stop your car, your
brakes convert the kinetic energy to heat generated by the friction between the pads and the disc.
Most car disc brakes are vented.

Fig.no 4.9 Rear Axle Assembly

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ULTRASONIC SENSOR

Ultrasonic ranging and detecting devices use high frequency sound waves called ultrasonic
waves to detect presence of an object and its range. Normal frequency range of human ear is
roughly 20Hz to 20,000Hz. Ultrasonic sound waves are sound waves that are above the range of
human ear, and thus have frequency above 20,000Hz. An ultrasonic sensor necessarily consists of
a transducer for conversion of one form of energy to another, a housing enclosing the ultrasonic
transducer and an electrical connection. These sensors are of two types:

• Ultrasonic Transmitter – Before transmitting the ultrasonic wave, there is a part which is
ultrasonic wave generator that functions to generate ultrasonic wave. In that part, there is timing
instruction means for generating an instruction signal for intermittently providing ultrasonic
waves. This signal will send to an ultrasonic wave generator for generating ultrasonic waves based
on the instruction signal from said timing instruction means (transform electrical energy into sound
wave). After ultrasonic wave was produced, ultrasonic transmitter transmits the ultrasonic waves
toward a road surface to find out the obstacle. The range that obstacle detected is depends on the
range of ultrasonic sensors that used. Fig 1.3 Ultrasonic Transmitter

• Ultrasonic Receiver – If the ultrasonic wave detects the obstacle, it will produce a reflected
wave. An ultrasonic receiver is used for receiving the ultrasonic waves reflected from the road
surface to generate a reception signal. There is ultrasonic transducer that will transform back the
sound wave to electrical energy. This signal amplified by an amplifier. The amplified signal is
compared with reference signal to detect components in the amplified signal due to obstacles on
the road surface. The magnitude of the reference signal or the amplification factor of the amplifier
is controlled to maintain a constant ratio between the average of the reference signal and the
average of the amplified signal. Fig 1.4 Ultrasonic Receiver

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Ultrasonic sensing and control

Ultrasonic signals are like audible sound waves, except the frequencies are much higher.
Our ultrasonic transducers have piezoelectric crystals which resonate to a desired frequency and
convert electric energy into acoustic energy and vice versa. The illustration shows how sound
waves, transmitted in the shape of a cone, are reflected from a target back to the transducer.

An output signal is produced to perform some kind of indicating or control function. A


minimum distance from the sensor is required to provide a time delay so that the "echoes" can be
interpreted. Variables which can affect the operation of ultrasonic sensing include, target surface
angle, reflective surface roughness or changes in temperature or humidity. The targets can have
any kind of reflective form - even round objects

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Arduino Uno R3

The Uno is a microcontroller board based on the ATmega328P. It has 14 digital input/output
pins (of which 6 can be used as PWM outputs), 6 Analog inputs, a 16 MHz quartz crystal, a USB
connection, a power jack, an ICSP header and a reset button. It contains everything needed to
support the microcontroller; simply connect it to a computer with a USB cable or power it with a
AC-to-DC adapter or battery to get started. You can tinker with your UNO without worrying too
much about doing something wrong, worst case scenario you can replace the chip for a few dollars
and start over again. "Uno" means one in Italian and was chosen to mark the release of Arduino
Software (IDE) 1.0.

The Uno board and version 1.0 of Arduino Software (IDE) were the reference versions of
Arduino, now evolved to newer releases. The Uno board is the first in a series of USB Arduino
boards, and the reference model for the Arduino platform. The structure of Arduino is its
disadvantage as well. During building a project you have to make its size as small as possible. But
with the big structures of Arduino we have to stick with big sized PCB’s. If you are working on a
small micro-controller like ATmega8 you can easily make your PCB as small as possible.

Figure 3.6 ArduinoUno

The Arduino Uno can be powered via the USB connection or with an external power supply.
The power source is selected automatically. External (non-USB) power can come either from an
AC-to-DC adapter (wall-wart) or battery. The adapter can be connected by plugging a 2.1mm

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centre-positive plug into the board's power jack. Leads from a battery can be inserted in the GND
and VIN pin headers of the POWER connector. The board can operate on an external supply of 6
to 20 volts. If supplied with less than 7V, however, the 5V pin may supply less than five volts and
the board may be unstable. If using more than 12V, the voltage regulator may overheat and damage
the board. The recommended range is 7 to 12 volts.

5. Is Emergency Brake Assist Necessary?

Without emergency brake assist, many drivers fail to fully appreciate exactly how much force is
needed during a panic stop situation, which can lead to avoidable accidents. In fact, one study
showed that only about 10 percent of drivers apply a sufficient amount of force to their brakes
during panic stop situations.

Additionally, some drivers aren’t aware of the best way to make use of ABS. Prior to the
introduction of ABS, most drivers learned to pump the brakes during a panic stop, which
effectively increases stopping distance but helps prevent the wheels from locking up. With ABS,
however, pumping the brakes is unnecessary.

When full brake force is applied during a panic stop, the pedal will buzz or vibrate as the
ABS pulses the brakes much faster than the pedal could be pumped otherwise. If a driver is
unfamiliar with this feeling, he may even back off of the pedal, which will further increase the
stopping distance.

Since emergency brake assist takes over before that occurs, a vehicle equipped with this
technology will continue to slow down even if the driver fails to continue braking.

If you’re familiar with the way your vehicle operates during a panic stop, then emergency
brake assist isn’t really necessary.For the other 90 percent of us, practicing panic stops can also
remove the need for an emergency brake assist system. However, while practicing panic stops can
lead to safer driving, it’s vital to only perform such a manoeuvre in an area where there are no
vehicles, pedestrians, or other things that you might hit.

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6.0 ADVANTAGES:

The collision warning and electro braking offers the following advantages:-

• The system eliminates the possibility of collision within given permissible speed
limits.

• Ensures safety of the driver and or passengers as automatically speed is reduced.

• Reduces brake wear and tear as no need of excessive braking force to keep vehicle
speed in control.

• System components involve simple and cost effective components hence simple
production.

• Low system cost as low level electronics is used.

• No computing / /microprocessor involved keeps the system cost effective.

• Can be easily implemented in both commercial LCV/MCV/HCV.

• Minimal space requirements hence modifications in conventional system is reduced


further increases the adaptability of system

• Visual indication in the form of indication lamp

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Advantages of Ultrasonic Sensors

Ultrasonic have a lot of advantages for using in real application. The advantages of ultrasonic
sensor are:

• Discrete distances to moving objects can be detected and measured.


• Less affected by target materials and surfaces, and not affected by colour. Solid-state
units have virtually unlimited, maintenance free life. Ultrasonic can detect small objects
over long operating distances.
• Resistance to external disturbances such as vibration, infrared radiation, ambient noise,
and EMI (Electro Magnetic Interference) radiation.
• Measures and detects distances to moving objects.
• Impervious to target materials, surface and colour.
• Solid-state units have virtually unlimited, maintenance free lifespan.
• Detects small objects over long operating distance.
• Ultrasonic sensors are not affected by dust, dirt or high moisture environments.

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7.0 CONCLUSION

The concept of group of project was included in our degree syllabus with the view to
inculcate within us the application ability of the theoretical concept of design and production
engineering to practical problems. So also to help us to learn to work more as a team rather than
an individual.

In completing our project titled ‘INTELLGENT COLLISION WARNING AND


ELECTRO BRAKING SYSTEM ’as per our time estimate gives us immense pleasure and a
feeling of achievement. During the course of project we encountered numerous problems which
we overcome with the able guidance of our project guide.

This project report presents a brief mention of our efforts. Project work has given us good
exposure to the practical field which in the future is definitely going to help us.

The project is designed for the purpose of safety for human being from accident.
Transportation systems are an indispensable part of human activities. Estimation shows that an
average of 40% of the population spends at least one hour on the road each day. People have
become much more dependent on transportation systems in recent years, transportation systems
themselves face not only several opportunities but several challenges as well. The competitiveness
of a country, its economic strength and productivity heavily depend on the performance of its
transportation systems. Intelligent Transportation Systems (ITS) have attracted increasing
attention in recent years due to their great potential in meeting this above mentioned challenges.
Advanced Vehicle Control System (AVCS) is a part of an ITS. The central theme of AVCS is to
improve the throughput and safety of highway traffic by using automatic control with its precision
and fast reaction to replace human drivers. Ultimately, in a more futuristic goal, AVCS might
enable auto-piloted vehicles to take passengers to their destinations without human driver
intervention. For many ITS research problems, a scale down platform is very useful for preliminary
study and feasibility tests. However there is a very limited previous work in developing such a
multipurpose ITS research platform. The course of the entire research work investigates the real
time implementation of AVCS in prototype vehicles. Therefore this work proposes an approach
that strikes a balance between real-size vehicles and pure computer simulations. The primary

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requirement for the real time implementations like track sensing algorithms, lateral control
algorithms, longitudinal control algorithms with vehicle communication and vehicle 164
platooning algorithms are developed. These algorithms are simulated and the consolidated
performance of all the proposed algorithms are tested in the proposed prototype vehicles and the
results are plotted. Test result shows that the proposed algorithms are best fit for the proposed
vehiclesThe survey of the lateral control algorithms followed by the proposed lateral control
algorithms and its simulation results are discussed in chapter 4. IR sensor array uses five different
sensing algorithms for line tracking. Error values are calculated from the sensor values in all these
algorithms. These error values depict the deviation of the vehicle from the track. This error value
is fed to the proposed PID controller for error correction. The PID controller output gives the
corrected steer PWM value which is given to the servomotor based steering mechanism. The linear
response of the PID controller for error values justifies the linear performance of the PID controller
for prototype vehicle-1. This linear response improves the tracking accuracy of the prototype
vehicle. Prototype vehicle-2 is used for testing the proposed cascaded Kalman with PID controller.
The 128 x 1 linear sensor array is used in the prototype vehicle-2. The track sensing algorithms
used for linear sensor array 166 and the sensor output at different lighting conditions are plotted
and the problem due to light intensity variations during sensing are discussed. The performance of
the proposed lateral control algorithm is tested by applying different error values. The analysis
shows that for the entire range of the error values, the proposed algorithm takes maximum 101ms
to settle, is an added advantage of the proposed algorithm. The linear sensor array is more sensitive
to ambient light intensity variations which produce maximum noise in the sensor reading.
Proposed Kalman filter suppresses the noise and other uncertainties in sensor reading. The
anomaly detection feature of the proposed method helps to find the vehicle in out of track and
vehicle is brought back to the track by trace back algorithm. Kalman filter based lateral control
algorithm takes very minimum iteration to predict the change as well as takes very minimum
iterations to settle. This improves the performance of the vehicle by fastening the position
identification and orientation. Consolidated performance of the proposed two layer cascaded
Kalman filter with PID control architecture for the lateral control of the vehicle is discussed.
Kalman filter output is given as an input to the PID controller. to control the servo motor based
steering mechanism. The proposed cascaded Kalman filter with PID controller approach provides
better steering accuracy

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8.0 FUTURE SCOPE


In future we can add a dynamometer for sensing. When vehicle runs at fast speed,
dynamometer generates electricity & passes to sensor for sensing long distance. And when vehicle
runs at low speed then sensing distance also vary with speed because of generating power is less.
This system can be installed in low budget vehicles The reliable intelligent driver assistance
systems and safety warning systems is still a long way to go. However, as computing power,
sensing capacity, and wireless connectivity for vehicles rapidly increase, the concept of assisted
driving and proactive safety warning is speeding towards reality. As technology improves, a
vehicle will become just a computer with tires. Driving on roads will be just like surfing the Web:
there will be traffic congestion but no injuries or fatalities. Advanced driver assistant systems and
new sensing technologies can be highly beneficial, along with large body of work on automated
vehicles. These findings suggest that the research into autonomous vehicles within the ITS field is
a short term reality and a promising research area and these results constitute the starting point for
future developments. Some of the 169 suggestions towards extension and/or future related works
are identified and are summarized below: New sensory systems and sensory fusion is to be
explored to plug additional information to the control system. This work can be extended to include
different maneuvers to make the driving system capable of dealing with all driving environments.
Future issues may also include an algorithm for autonomous formation of the cooperative driving.
Thus, with the current and growing awareness of the importance of security, trustworthy vehicle
autonomous systems can be deployed in few Automotive braking system is segmented according
to types, mode of operation, technology and vehicle class. According to type, brakes are classified
into disk brake and drum brake. As of 2015, disk brake system segments outrun the drum type
braking system segment in the overall automotive braking system market. Disk brakes are efficient
and quick to response; consequently, they are now being applied in nearly all of the automotive
vehicles. Further, automotive braking systems are segmented, on the basis of mode of operation,
as hydraulic brake and pneumatic brake according to applying medium. Due to extensive use in
passenger cars, light commercial vehicles and two wheelers, hydraulic braking system acquires
the majority of market share compared to pneumatic braking system market.

Automotive braking system market is further segmented based on technology into antilock
braking system, electronic stability control and regenerative braking system. Antilock braking
system is the most widely used technology in nascent times. Being relatively new technology than

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antilock braking system, electronic stability control system follows antilock braking system in the
overall automotive braking market. Depending upon the vehicle class, braking system is
segmented into passenger cars, light commercial vehicles, heavy commercial vehicles and two
wheelers. Passenger cars and two wheelers segments jointly dominates the overall automotive
braking system markets. Heavy commercial vehicles market is expected to grow consistently
during the forecast. Automotive braking system market is quite competitive in nature with several
multinational companies facing remarkable competition from regional manufacturers. The
international players such as Continental AG, Robert Bosch GmbH, ZF TRW, Akebono Brake
Industry Co. Ltd., Halla Mando Corp. and others are striving continuously to expand their reach
to the customers and increase their sales. Manufacturers are developing technologies such as
antilock braking system (ABS), electronic stability control (ESC), regenerative braking and others
for making automotive braking more efficient, reliable and safer.

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9.0 REFERENCE
[1] TakahiroawadakoheiSanada‘Simultaneous achievement of supporting skills by
shared and cooperative control’ published by ritisumeikan university. In 1998.

[2] j valncogne ‘maintance operation and driving assisting system ‘ published by survey
department ,paris in 1987

[3] ErkinDicmen ,tankutacarman,’active coordination of the individual actuated wheel


braking and steering to enchance vehicle lateral stability and handling’ was published by
Istanbul techanical university in 2008.

[4.] Peter gaspar, “design of an LPV based intergerated control for driver assistance
system “ published by computer and automation research centerin2012.

[5.] Kyongsuyi,Seung-wenk, “design of full range collision avoidance matigation


braking” published byschool of mechanicaland aerospace engineering in 2006.

[6.] Mattiasbrannstron,”a real time implementation of collision avoidance system


“published bydepartment of active safety [sweden] 2011

[7.]G.Rondonyi, “identification of an LPV vehicle model based steering control


“published bysystem and control laboratory [US] in 2005.

[8.]KU..iwano”a study on shared control between driver and an active steering control
system in emergency obstacle avoidance situation “ published bydepartment of
mechanical engineering university[tokyo] in 2004.

[9]Matthias “automation sterring and braking for collision avoiding vehicle”published


byinstitute of automatic control [germany] in 2009.

[10].Ryosukematasumi “autnomous braking control system for pedstrain collision


avoidanceby using potential field” published bydepartment of mechanical engineering
university[tokyo] in 2013.

[11]. Kenschmiit“sitution analysis warning and emergency braking for collision


avoidance in overtaking situation” published by institute of automatic control [darmstat]
in 2010

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[12]Wein-en-ting “non linearbackstepping design of antilock braking system with


asssistance of active suspension “ was published by department of electrical engineering
[russia] in 2005.

[13] Monika davidekova ”if every car has autonomous emergency braking system for
forward collision avoidance” was published by department of information system
[comenius university], in 2017

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