A Research on Smart Transportation Using Sensors and Embedded Systems

Abstract

Intelligent transportation systems (ITS) are advanced applications which, without embodying intelligence as such, aim to provide innovative services relating to different modes of transport and traffic management and enable various users to be better informed and make safer, more coordinated, and 'smarter' use of transport networks. Highway travel is the lifeblood of modern industrial nations. The larger roads are sorely over burdened: around the major cities, heavy usage slows most peak-hour travel on freeways to less than 60 kilometers per hour. In all excessive traffic causes more than five billion hours delay every year; it wastes countless gallons of fuel and needless multiplies exhaust emission. The main goal of this paper is to make the experience of driving less burdensome and accident less, especially on long trips. This can be achieved by making the highway itself part of the driving experience and integrating roadside technologies that would allow the overburdened highway system to be used more efficiently. The automobile will have automatic throttle, braking and steering control.

Full text

International Journal of Innovative Research in Computer Science & Technology (IJIRCST)
ISSN: 2347-5552, Volume-5, Issue-1, January 2017
DOI: 10.21276/ijircst.2017.5.1.5
Copyright © 2017. Innovative Research Publications. All Rights Reserve 198

Abstract— Intelligent transportation systems (ITS) are
advanced applications which, without embodying intelligence
as such, aim to provide innovative services relating to different
modes of transport and traffic management and enable various
users to be better informed and make safer, more coordinated,
and 'smarter' use of transport networks. Highway travel is the
lifeblood of modern industrial nations. The larger roads are
sorely over burdened: around the major cities, heavy usage
slows most peak-hour travel on freeways to less than 60
kilometers per hour. In all excessive traffic causes more than
five billion hours delay every year; it wastes countless gallons
of fuel and needless multiplies exhaust emission. The main goal
of this paper is to make the experience of driving less
burdensome and accident less, especially on long trips. This
can be achieved by making the highway itself part of the
driving experience and integrating roadside technologies that
would allow the overburdened highway system to be used
more efficiently. The automobile will have automatic throttle,
braking and steering control.
Index Terms: Overburdened highway system, automatic
throttle, braking control, steering control.
I. INTRODUCTION
Intelligent transport systems vary in technologies applied,
from basic management systems such as car navigation;
traffic signal control systems; container management
systems; variable message signs; automatic number plate
recognition or speed cameras to monitor applications, such
as security CCTV systems; and to more advanced
applications that integrate live data and feedback from a
number of other sources, such as parking guidance and
information systems; weather information; bridge de-icing
(US deicing) systems; and the like. Additionally, predictive
techniques are being developed to allow advanced
modelling and comparison with historical baseline data.
Some of these technologies are described in the following
sections. When the internal combustion engine, and later
the automobile, was first introduced to the public, no one
could have seen the extent to which they would influence
daily life. Today, with information age in full swing, it is still
hard to believe the way that computers and other
Manuscript received January 15, 2017.
Dr. S.R.BOSELIN PRABHU, Assistant Professor, Department of
Electronics and Communication Engineering, SVS College of
Engineering, Coimbatore, India. (E-mail: eben4uever@gmail.com).
N.BALAKUMAR, Assistant Professor, Department of Electrical and
Electronics Engineering,Tamilnadu College of Engineering, Coimbatore,
Tamilnadu, India. (E-mail: eee59_bala@yahoo.co.in).
A.JOHNSON ANTONY, Assistant Professor, Department of Electrical
and Electronics Engineering, Karpagam Institute of Technology,
Coimbatore, Tamilnadu, India. (E-mail:johnson.vlb@gmail.com).
information technology have permeated people’s lives and
seems only natural to expect information technologies to
enhance the way we view automobiles. People now take for
granted automotive systems like emission control and fuel
injection. Recent advances in vehicle electronics have led to
a move towards fewer, more capable computer processors
on a vehicle. A typical vehicle in the early 2000s would have
between 20 and 100 individual networked
microcontroller/Programmable logic controller modules
with non-real-time operating systems. The current trend is
toward fewer, more costly microprocessor modules with
hardware memory management and real-time operating
systems.
The new embedded system platforms allow for more
sophisticated software applications to be implemented,
including model-based process control, artificial
intelligence, and ubiquitous computing. Perhaps the most
important of these for Intelligent Transportation Systems is
artificial intelligence. In fact, many people do not realize
many systems inside their automobile are already monitored
and controlled by computers. Fuel delivery, ignition,
emission, air-conditioning, and automatic transmission
system are example of the systems used daily by a car that
are computer controlled or assisted. An articulation of
automated car is shown in figure 1.Now in the information
age, people have come to realize on the other driver
assistance technologies, such as mobile phones and
in-vehicle navigation systems.
Figure 1: Smart Transportation
The goal of these technologies is to make the experience
of driving fewer burdens, especially on long trip. Even when
cars were still young, future began to think about vehicles
that could dive themselves without human help. Perhaps the
best known of these conjectures was the “General Motor
Futurama” the hit of the 1939 New York World’s Fair [2].
During the following decades interest in automated vehicles
A Research on Smart Transportation Using
Sensors and Embedded Systems
Dr. S.R.BOSELIN PRABHU, N.BALAKUMAR, A.JOHNSON ANTONY

A Research on Smart Transportation using Sensors and Embedded Systems
Copyright © 2017. Innovative Research Publications. All Rights Reserve 199
rose and fell several times. Now at the start of the new
century, its worth taking a fresh look at this concept and
asking how automation might change transportation and the
quality of our lives. Automating the process of driving is a
complex endeavor. Advancements in information
technology of the past decade have contributed greatly, and
research specifically devoted to the design of automated
highway system has many specific contributions. These
progresses make it possible for us to formulate operational
concepts and prove out the technologies that can implement
them.
II.REVIEW OF LITERATURE
We can now readily visualize your trip on an automated
highway system. Imagine, leaving work at the end of the day
and needing to drive only as far as the nearest on-ramp to the
local automated highway. At on-ramp you press a button on
your dashboard to select the off-ramp close to your home
and then relax as your car’s electronic systems, in
cooperation with roadside electronics and similar systems
on other cars, guide your car smoothly, safely and
effortlessly towards your destination [3]. You save time by
maintaining full speed even at rush-hour traffic volumes. At
the end of the off-ramp you resume normal control and drive
the remaining distance to your home, better rested and less
stressed than if you had driven the entire way. The same
capability can also be used over longer distances, e.g. for
family vacations that leave everybody, including the
“DRIVER” relaxed and well-rested even after a lengthy trip
in adverse weather. Although many different technical
developments are necessary to turn this image into reality,
none requires exotic technologies, and all can be based on
systems and components that are already being actively
developed in the international motor vehicle industry. These
could be viewed as replacements for the diverse functions
that drives perform every day: observing the road, observing
the preceding vehicles, steering, acceleration, braking, and
deciding when and where to change course.
III.SURVEILLANCE OF THE ROAD
Cheap permanent magnets are buried at four-foot
intervals along the lane centerline and detected by
magnetometers mounted under the vehicle’s bumpers. The
magnetic-field measurements are decoded to determine the
lateral position and height of each bumper at accuracies of
less than a centimeter. In addition the magnet’s orientations
(either North Pole or South Pole up) represent a binary code
[4] (either 0 or 1), and indicate precise milepost location
along the road geometry features such as curvature and
grade. The software in the vehicle’s control computer uses
this information to determine the absolute position of the
vehicle, as well as to anticipate upcoming changes in the
roadway [6-15].
Other researchers have used computer vision system to
observe the road. These are vulnerable to weather problems
and provide less accurate measurements, but they do not
require special roadway installations, other than
well-maintained lane markings. Both automated highway
lanes and intelligent vehicles will require special sensors,
controllers and communications devices to coordinate
traffic flow. A national automated highway consortium is
depicted in figure 2.
Figure 2: Smart Cities of The Future
IV. ACTIVITIES ON OBSERVATION
The distance and closing rates to preceding vehicles can
be measured by millimeter-wave radar or a laser rangefinder.
Both technologies [5] have already been implemented in
commercially available adaptive cruise control system in
Japan and Europe. The laser systems are currently less
expensive, but the radar systems are more effective at
detecting dirty vehicles and operating in adverse weather
conditions. As production volumes increase and unit costs
decrease, the radars are likely to find increasing favour.
V. RESEARCH CHALLENGES
The equivalents of these driver muscle functions are
electromechanical actuators installed in the automated
vehicle. They receive electronic commands from the
onboard control computer and then apply the appropriate
steering angle, throttle angle, and brake pressure by means
of small electric motors. A sketch of automated
communication is given in figure 3. Early versions of these
actuators are already being introduced into production
vehicles, where they receive their commands directly from
the driver’s inputs to the steering wheel and pedals. These
decisions are being made for reasons largely unrelated to
automation. Rather they are associated with reduced energy
consumption, simplification of vehicle design, enhanced
case of vehicle assembly, improved ability to adjust
performance to match driver preferences, and cost savings
compared to traditional direct mechanical control devices
[16-24].
Figure 3: MEMS sensor solutions
Computers in the vehicles and those at the roadside have
different functions. Roadside computers are better suited for
traffic management, setting the target speed for each

International Journal of Innovative Research in Computer Science & Technology (IJIRCST)
ISSN: 2347-5552, Volume-5, Issue-1, January 2017
DOI: 10.21276/ijircst.2017.5.1.5
Copyright © 2017. Innovative Research Publications. All Rights Reserve 200
segment and lane of roadway, and allocating vehicles to
different lanes of a multilane automated facility. The aim is
to maintain balanced flow among the lanes and to avoid
obstacles or incidents that might block a lane. The vehicle’s
onboard computers are better suited to handling decisions
about exactly when and where to change lanes to avoid
interference with other vehicles.
Some additional functions have no direct counterpart in
today’s driving. Most important, wireless communication
technology makes it counterparts in adjoining vehicles. This
capability enables vehicles to follow each other with high
accuracy and safety, even at very close spacing, and to
negotiate cooperative maneuvers such as lane changes to
increase system efficiency and safety. Any failure on a
vehicle can be instantly known to its neighbors, so that they
can respond appropriately to avoid possible collisions.
In addition there should be electronic ”check -in “ and
“check-out “ stations at the entry and exit points of the
automated lane, somewhat analogous to the toll booths on
close where you a ticket at the entrance and then pay a toll at
the exit ,based on how far you travel on the road at checking
station ,wireless communication between vehicles and road
side would verify that the vehicle is in proper operating
condition prior to its entry to the automated line .similarly,
the check out system would seek assurance of the drivers
readiness to resume control at the exit the traffic
management system for an automated highway would also
have broader scope than today’s traffic systems, because it
would select an optimal route for every vehicle in the
system ,continuously balancing travel demand the system
capacity ,and directing vehicles to follow those routes
precisely [25-29].
Most of the functions have already been implemented and
tested in experimental vehicles. All except for check-in,
check-out and traffic management were implemented in the
platoon-scenario demonstration vehicles of demo’97 .a
single116 megahertz Pentium computer handled all the
necessary in vehicle computation for sensing , control and
communications .
VI. RESEARCH INSIGHTS
The technical challenges that remain to be mastered to be
involve software safety, fault detection, a malfunction
management. The state of the art of software design not
yet sufficiently advanced to support the development of
software that can be guaranteed to perform correctly in
safety–critical application has complex road vehicle
automation excellent performance of automated vehicle
control system has been proven under normal operating
conditions, in the absence of failures.
Elementary fault detection and mall function management
systems have already being implemented to address the most
frequently encounter fault conditions, for use by
well-trained test drivers. However, commercially
implemented will need to address all realistic scenarios and
provide safe responses even when the driver is a completely
untrained member of the general public.
Significant efforts are still needed to develop system
hardware and software designs that can satisfy these
requirements.
VII. DESIGN CLALLENGES
The non-technical challenges involve issues of liability,
costs, and perception. Automated control of vehicles shifts
liability for most crashes from the individual driver (and his
or her insurance company) to the designer, developer and
vendor of the vehicle and roadway control systems.
Provided the system is indeed safer than today’s
driver-vehicle highway system, overall liability exposure
should be reduced. But its costs will be shifted from
automobile insurance premiums to the purchase or lease
price of the automated vehicle and toll for use of the
automated highway facility.
All new technologies tend to be costly when they become
available in small quantities, then their costs decline as
production volumes increase and the technologies nature.
We should expect vehicle automation technologies to follow
the same patter. They may initially be economically viable
only for heavy vehicles (transit buses, commercial trucks)
and high-end passenger cars. However, it should not take
long for the costs to become affordable to a wide range of
vehicle owners and operators, especially with many of the
enabling technologies already being commercialized for
volume production today .It is important to recognize that
automated vehicles are already carrying millions of
passengers every day. Most major airports have automated
people movers that transfer passengers among terminal
buildings. Urban transit lines in Paris, London, Vancouver,
Lyon and Lillie, among others, are operating with
completely automated, driverless vehicles; some have been
doing so for more than a decade. Modern commercial
aircraft operate on autopilot for much of the time, and they
also land under automatic control at suitably equipped
airports on a regular basis [28-36].
Given all of this experience in implementing
safety-critical automated transportation systems, it is not
such a large leap to develop road vehicles that can operate
under automatic control on their own segregated and
protected lane. That should be a realistic goal for the next
decade. The transportation system will thus gain substantial
benefits from the revolution in information technology.
VIII. MAJOR COMPONENTS
The IR proximity detector uses same technology found in
a TV remote control device. The detector sends out
modulated infra-red light, and looks for reflected light
coming back. When enough light is received back to trigger
the detector circuit, the circuit produces a high on the output
line. Light in the form of a continuous string of bursts of
modulated square waves. Bursts alternate between left and
right LEDs. A microprocessor generates the bursts, and
correlates the receiver output to burst. The IRPD had used
Panasonic Pna4602M IR sensor coupled with two IR LEDs
to detect obstacles. The Panasonic module contains
integrated amplifiers, filters and limiter. The detector
responds to a modulated carrier to help eliminate
background noise associated with sunlight and certain
lighting fixtures. The LEDs are modulated by an adjustable
free running oscillator. The sensitivity of the sensor is
controlled by altering the drive current to LEDs. The
microcontroller alternatively enables the LEDs end checks
for a reflection. As provided from the microcontroller one

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Copyright © 2017. Innovative Research Publications. All Rights Reserve 201
for enabling the left IR LED the second for enabling the
righter LED. A third analog output from the IRPDKIT is
connected to an analog-to-digital convertor. The detector is
an infrared reflective sensor that can be attached to the front
of the car to follow a white line on a black background, or
vice versa.
There are three reflective sensors, which are made from
one piece of infrared LED and photo detector that are
directed at the surface bellow the vehicle. Each of the
sensors looks reflected IR light. When one of the sensors is
positioned over dark or black surface its output will be high.
The line detector works effectively when thickness ranged
between “1/4 to 3/4” the track can be white tape on a black
background or black tape on a white background. The
sensor can be at a maximum height of .5 inches above the
ground. The three IR-Detector pairs are depicted on the
right of the circuit diagram. The base of each of the
transistors is passed through an inverter. The lines from the
inverter are passed to microcontroller and to the LEDS
indicating the position of the detector on the road. As the
emitted light from the IR LED is reflected from the road
back to the transistor the current starts flowing through the
emitter making the base low. The base is connected to the
inverter which causes the line to go at its output. Since the
output lines are also connected to the LEDs the
corresponding LED glows when the particular output line is
high.
IX. MAJOR DEVICES
A servo comprises of control, a set of gears, a
potentiometer is connected to the motor via gear set a
control signal gives the motor a position to rotate to and the
motor starts to turn. The potentiometer rotates with motor
and as it does so it does so its resistance changes. The
control circuit monitors its resistance, as soon as its reaches
its appropriate values the motor stop and the servo is in
correct position. A servo is a classic example of a closed
loop feedback system. The potentiometer is coupled to the
output gear. Its resistance is proportional to the position of
the servo’s output shaft (0 to 180 degrees)
X. CONCLUSION
National Highway Traffic and Safety Administration is an
ongoing research on collision avoidance and driver/vehicle
interfaces. AHS was a strong public/private partnership with
the goal to build a prototype system. There are many things
that can be done in the vehicle, but if we do some of them on
the roadway it will be more efficient and possibly cheaper.
Preliminary estimates show that rear-end, lane-change, and
roadway-departure crash-avoidance systems have the
potential to reduce motor-vehicle crashes by one-sixth or
about 1.2 million crashes a year. Such systems may take the
form of warning drivers, recommending control actions, and
introducing temporary or partial automated control in
hazardous situations. AHS described in this paper is
functional there is much room for improvement. More
research is needed to determine if any dependencies exit that
influence velocity of the vehicle maintaining proper
following distance while following a path. Assuming such
system is ever perfected, one would imagine it would tend to
render the great tradition of the free-ranging car into
something approaching mass –transit. Future works will be
concentrated on developing a real-time hardware for this
proposed system.
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International Journal of Innovative Research in Computer Science & Technology (IJIRCST)
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DOI: 10.21276/ijircst.2017.5.1.5
Copyright © 2017. Innovative Research Publications. All Rights Reserve 202
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