Nation Level Technical Symposium - Sree Sastha Engg College - Chennai. (1)
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Transcript of Nation Level Technical Symposium - Sree Sastha Engg College - Chennai. (1)
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ABSTRACT
This paper describes the Artificial Intelligence (AI). Despite many exaggerated claims, AI is
still decades away from explaining or replicating, the competence of a nest building or hook-making bird,
or the learning capabilities of a human toddler. There are several reasons for this. The main one is
immense complexity of bodies, brains and minds produced by several billion years of biologicalevolution -- followed by extraordinary growth of competence produced by cultural evolution. Other
reasons why progress has been slow include our inadequate understanding of what animals and childrencan do, and our inability to account for the information-processing involved in biological organisms.
Moreover we are still far from being able to make bodies and body parts with the mechanical capabilities
of animal bodies, including their maneuverability, their controllability and their power/weight ratios.
Certainly, over-optimistic predictions about how fast progress in AI would be made turned out to becompletely false. But that does not show that AI has failed, as some claim. It merely shows that the
people who made the predictions did not understand the problems. And it ignores the many successes in
AI, both as science and as engineering. Despite those successes, AI is still a science in its infancy and if
we analyze the problems with great care, and try to get people from different disciplines and differentsubfields working together instead of trying to solve all their problems in isolation, there is hope for
sustained continuing progress on one of the greatest challenges of all time, understanding the variety of
types of mind produced by evolution.
We can use that increased understanding to produce a succession of robots and other machines that
approach human capabilities. We shall also acquire a deeper understanding of what we are and how we
work than we have ever had before, and this will have profound effects on our approaches to education,
counseling, and therapy.
Making progress requires some of the brightest young minds to choose to study the disciplines that need
to be combined in this Endeavour, including not only AI, but also philosophy, psychology, linguistics,
neuroscience, biology, anthropology, Ethnology, engineering and, of course, mathematics. But students ofthese disciplines must not allow administrative and funding constraints, or narrow-minded teachers, to
keep their work focused within the borders of specific disciplines or research groups. Progress requires
our vision to be both broad and deep. It's very difficult and very exciting.
Artificial Intelligence (AI) is about machines going out of control, replacing humanity and worlddomination. However, in the reality of the 21st century AI technology is not threatening, but becomes
smoothly integrated into the fabric of everyday life. It adds knowledge and reasoning to existing
applications, to make them more flexible, smarter, easier to use, and more sensitive to user behavior and
changes in their environments. Maturing AI technologies have left the research labs and becomeubiquitous to the point where they are almost invisible. Speech recognition, speech synthesis and dialog
understanding are used to enable the driver to control the air conditioning, to select music or to program
the navigation system.
The analysis of biosensors and the driving behavior is used to infer the cognitive and emotional state of
the driver, so that the smart car can assist the driver in a personalized and situation-adaptive way. Various
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video clips will illustrate our joint work with DaimlerChrysler, BMW, Porsche, Audi, and Volkswagen
on smart cars.
The Artificial Intelligence (AI) is used in vehicles to provide more comfortableness and safeness to the
occupant in a car. Most successful systems are used in smart cars are Anti-lock braking system(Abs),
Cruise control, Adaptive cruise control, traffic control, brain control system. These are the main systemswhich are accepted as effective by many auto makers.
One of the main impetuses behind the call for driverless cars is safety. Because driver inattention and
driver error cause so many accidents in order to reduce those accidents the carmakers to focus their efforts
on system that can make cars safe, even if drivers aren't. When a car is braking hard, the wheels can lockup, sending the car into an out-of-control skid. Usually the driver has to pump the brake pedal to keep the
wheels from locking up. With anti-lock brakes, the system does the pumping for the driver -- and does it
better than the driver. The system can read the wheels and knows when they are about to lock and react
faster and with a more appropriate response than a driver could. Anti-lock brakes (Abs) are one of the firsttechnologies that take cars in a driverless direction.
Cruise control is another common driverless system that's available in most cars. Cruise control keeps the
car at a constant speed, set by the driver, without the driver constantly having to press the gas pedal.
Cruise control isn't completely driverless, however, because the driver must watch constantly for slowermoving cars in his or her path.
Adaptive cruise control takes care of that. Though it's currently available on only a few cars, it's very
simple. Using radar sensors on the front of the car, adaptive cruise control can tell when an object is infront of it and, if the object is moving, how fast it's moving. When cruise control is set, adaptive cruise
control will maintain a constant speed, but will also maintain a set distance between it and the car in front
of it. That means that if you set adaptive cruise control at 60 miles per hour and come up on a car going
55 miles per hour, adaptive cruise control will automatically decrease your car's speed and maintain a safedistance between the two cars.
Brain control system, which would be of great help to the physically disabled people. Since these cars
will rely only on what the individual is thinking they will hence not require any physical movement on thepart of the individual. The car integrates signals from a variety of sensors like video, weather
monitor, anti-collision etc. it also has an automatic navigation system in case of emergency. The car
works on the asynchronous mechanism of artificial intelligence.
Intelligent Parking Assist System (IPAS), also known as the Advanced Parking Guidance System
(APGS). The technology assists drivers in parking their vehicle. On vehicles equipped with the IPAS, via
an in-dash screen and button controls, the car can steer itself into a parking space with little input from theuser.
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1. INTRODUCTION
Here we are describing the various systems of Artificial Intelligence (AI) used in vehicles:-
Anti -lock braking system (Abs).
Adaptive traffic control system.
Brain control system.
Intelligent Parking Assist System (IPAS).
1.1 Antilock braking system:
An Anti-lock braking system (ABS, from German: Anti blockiersystem) is a safety system that allows
the wheels on a motor vehicle to continue interacting tractively with the road surface as directed by driver
steering inputs while braking, preventing the wheels from locking up (that is, ceasing rotation) andtherefore avoiding skidding.
An ABS generally offers improved vehicle control and decreases stopping distances on dry and slippery
surfaces for many drivers. However, on loose surfaces like gravel or snow-covered pavement, an ABS
can significantly increase braking distance, although still improving vehicle control.
Since initial widespread use in production cars, anti-lock braking systems have evolved considerably.Recent versions not only prevent wheel lock under braking, but also electronically control the front-to-
rear brake bias. This function, depending on its specific capabilities and implementation, is known as
electronic brake force distribution (EBD), traction control system, emergency brake assist, or electronicstability control (ESC).
A typical ABS includes a central electronic control unit (ECU), four wheel speed sensors, and at least two
hydraulic valves within the brake hydraulics. The ECU constantly monitors the rotational speed of each
wheel; if it detects a wheel rotating significantly slower than the others, a condition indicative ofimpending wheel lock, it actuates the valves to reduce hydraulic pressure to the brake at the affected
wheel, thus reducing the braking force on that wheel; the wheel then turns faster. Conversely, if the ECUdetects a wheel turning significantly faster than the others, brake hydraulic pressure to the wheel isincreased so the braking force is reapplied, slowing down the wheel. This process is repeated
continuously and can be detected by the driver via brake pedal pulsation. Some anti-lock system can
apply or release braking pressure 16 times per second.
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The ECU is programmed to disregard differences in wheel rotative speed below a critical threshold,
because when the car is turning, the two wheels towards the center of the curve turn slower than the outertwo. For this same reason, a differential is used in virtually all road going vehicles.
Anti Lock braking System
1.2 Adaptive traffic control system:
Adaptive Traffic Control Systems (ATCS) adjust, in real time, signal timings based on the current traffic
conditions, demand, and system capacity. The systems require extensive surveillance, historically in the
form of pavement loop detectors, and infrastructure that allows for communication with the central and/or
local controllers. Their operational benefits have been demonstrated, but there are still some reservationsamong individuals in the traffic signal community. These systems are considered expensive and complex
and they require high maintenance of detectors and communications. Survey responses indicated that
handling daily and weekly fluctuations in traffic flows is the major reason for ATCS deployments. Whenprocuring an ATCS, agencies frequently consider multiple systems. On average, an ATCS installation
takes approximately 18 months, from when funding is first available to the time the ATCS becomes fullyoperational. Most of the ATCS that have been deployed during the last 20 years remain in operation.Agencies frequently expand their ATCSs and, in general, most of them are satisfied with their ATCS
operations.
Review of the most widely used ATCS has shown that various systems use similar strategies to cope withfluctuations in traffic demand and distribution. However, each tool is unique and without side-by-side
comparison it is difficult to compare the algorithms and adaptive logic of the various tools. Field
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implementations of various tools are even more unique than their logics, which makes side-by-side field
evaluations very expensive and therefore impractical. For this reason, among others, there are few studiesavailable in the literature that document that the operational concepts of one particular ATCS are better
than another. ATCS are considered more operationally demanding than conventional traffic signal
systems, yet agencies are not able to support these systems in the same way they support the conventional
systems. Unlike conventional systems that are maintenance-intensive, ATCS require much moreemphasis on the expertise necessary to execute their sophisticated operations. This switch in the type of
labor (from maintenance to operations), which is needed to support proper ATCS operations, is often notrecognized in the early stages of ATCS.
1.2.1 Working:
There are all sorts of technologies for detecting cars -- everything from lasers or rubber hoses filled with
air. By far the most common technique is the Inductive loop. An inductive loop is simply a coil of wire
embedded in the road's surface. To install the loop, they lay the asphalt and then come back and cut agroove in the asphalt with a saw. The wire is placed in the groove and sealed with a rubbery compound.
You can often see these big rectangular loops cut in the pavement because the compound is obvious.
Inductive loops work by detecting a change of inductance. To understand the process, let's first look atwhat inductance is. The illustration on this page is helpful.
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What you see here is a battery, a light bulb, a coil of wire around a piece of iron (yellow), and a
Switch. The coil of wire is an inductor.
If you were to take the inductor out of this circuit, then what you have is a normal flashlight. You closethe switch and the bulb lights up. With the inductor in the circuit as shown, the behavior is completely
different. The light bulb is a resistor (the resistance creates heat to make the filament in the bulb glow).
The wire in the coil has much lower resistance (it's just wire), so what you would expect when you turnon the switch is for the bulb to glow very dimly. Most of the current should follow the low-resistance path
through the loop. What happens instead is that when you close the switch, the bulb burns brightly and
then gets dimmer. When you open the switch, the bulb burns very brightly and then quickly goes out.
The reason for this strange behavior is the inductor. When current first starts flowing in the coil, the coilwants to build up a magnetic field. While the field is building, the coil inhibits the flow of current. Once
the field is built, then current can flow normally through the wire. When the switch gets opened, the
magnetic field around the coil keeps current flowing in the coil until the field collapses. This currentkeeps the bulb lit for a period of time even though the switch is open.
The capacity of an inductor is controlled by two factors:
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The number of coils
The material that the coils are wrapped around (the core)
Putting iron in the core of an inductor gives it much more inductance than air or any other non-magnetic
core would. There are devices that can measure the inductance of a coil, and the standard unit of measureis the Henry.
Let's say you take a coil of wire perhaps 5 feet in diameter, containing five or six loops of wire. You cut
some grooves in a road and place the coil in the grooves. You attach an inductance meter to the coil and
see what the inductance of the coil is. Now you park a car over the coil and check the inductance again.The inductance will be much larger because of the large steel object positioned in the loop's magnetic
field. The car parked over the coil is acting like the core of the inductor, and its presence changes the
inductance of the coil.
A traffic light sensor uses the loop in that same way. It constantly tests the inductance of the loop in the
road, and when the inductance rises, it knows there is a car waiting.
1.3 Brain control system:
The engineers, who work at the Auto NOMOS Innovation Lab at Freie University in Berlin, first used
commercially-available sensors to record electroencephalograms (EEG) of a test subject while the subject
pondered such concepts as "left," "right," "accelerate" and "brake." Thus calibrated, the sensors were theninterfaced with a vehicle's computer controls.
When the sensors registered brainwave patterns associated with left or right, this activated vehicle
steering in those directions. When the sensors determined that the test subject was contemplatingaccelerating or braking, the car acted accordingly.
Presumably to ensure everyone knows this is a German innovation in the face of the massive
Google/DARPA juggernaut, the smart, semi-autonomous Volkswagen Passat has been christened 'Madein Germany'. One begins to understand why engineers are not in charge of branding.
Anyway, using laser radars, microwave radars and stereo cameras, the car can perform 360-degree
obstacle detection and sense a car in front from its fenders up to 200 meters away. In all respects it's a
state-of-the-art autonomous car - fully capable of driving itself or interfacing with other interesting controlsystems like the ipad or iphone.
Such EEG sensors have more immediate applications, such as controlling bionic limbs, allowing people
to steer wheelchairs and even allowing users to control their iPads.With the Berliner's Volkswagen, the user trained an on-screen cube to move left on a screen when he
wanted to turn left, and vice versa. The idea worked and the team got their brain-controlled Passat
working well in trials at the abandoned Temple of airport, the site of the heroic post-second-world-warBerlin airlift.
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1.4 Intelligent Parking Assist System (IPAS):
Intelligent Parking Assist System (IPAS), also known as the Advanced Parking Guidance
System (APGS) for Lexus models in the United States, is the first production automatic parking systemdeveloped by Toyota Motor Corporation in 2004 initially for the Japanese market Hybrid Prius modelsand later Lexus models. The technology assists drivers in parking their vehicle On vehicles equipped with
the IPAS, via an in-dash screen and button controls, the car can steer itself into a parking space with little
input from the user. The first version of the system was deployed on the Prius Hybrid sold in Japan in2003. In 2006, an upgraded version debuted for the first time outside Japan on the Lexus Ls luxury
sedan, which featured the automatic parking technology among other brand new inventions from Toyota.
In 2009, the system appeared on the third generation Prius sold in the U.S. In Asia and Europe, theparking technology is marketed as the Intelligent Park Assist System for both Lexus and Toyota models,
while in the U.S. the Advanced Parking Guidance System name is only used for the Lexus system.
When the sonar park sensors feature is used, the processor(s) calculate steering angle data which are
displayed on the navigation/camera touch screen along with obstacle information. The Intelligent Parking
Assist System expands on this capability and is accessible when the vehicle is shifted to reverse (whichautomatically activates the backup camera). When in reverse, the backup cameras screen features parking
buttons which can be used to activate automated parking procedures. When the Intelligent Parking Assist
System is activated, the central processors calculates the optimum parallel or reverse park steering anglesand then interfaces with the Electric Power Steering systems of the vehicle to guide the car into the
parking spot.
The reverse parking procedure is virtually identical to the parallel parking procedure.
The driver approaches the parking space, moving forward and turning, positioning the car in place forbacking into the reverse parking spot. The vehicle rear has to be facing the reverse parking spot, allowing
the backup camera to 'see' the parking area. Shifting to reverse automatically activates the backup camerasystem, and the driver selects the reverse park guidance button on the navigation/camera touch
screen. After checking the parking space and engaging the reverse park procedure, the same exact parking
process occurs as the car reverse parks into the spot.
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The system is set up so that at any time the steering wheel is touched or the brake firmly pressed, the
automatic parking will disengage. The vehicle also cannot exceed a set speed, or the system willdeactivate. When the car's computer voice issues the statement "The guidance is finished", the system has
finished parking the car. The driver can then shift to drive and make adjustments in the space if necessary.
1.4.1 Working of Active Park Assist:
The driver activates the system by pressing an instrument panel button, which
activates the ultrasonic sensors to measure and identify a feasible parallel parkingspace.
The system then prompts the driver to accept the system assistance to park.
The steering system then takes over and steers the car into the parking space hands-
free.
The driver still shifts the transmission and operates the gas and brake pedals.
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A visual and/or audible driver interface advises the driver about the proximity of othercars, objects and people and provides instructions.
While the steering is all done automatically, the driver remains responsible for safe
parking and can interrupt the system by grasping the steering wheel.
1.4.2 Active Park Assist:
Conclusion:
This proposal gives a view to a complete automation of the transportation system. But further works
should be done to find out its fault and to solve them. But as far as we understood we think that it can give
a guideline for the system and should be very much useful for further researches. We think that with a fullautomated transportation the dream of having the automated society will come true. Over here is a factor
of cost as for getting one automated car people have to spend more but that will be in return when they
can save thousands of working hours as well as get safe, easy, comfortable, optimum and reliable journey.
References:
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