Nation Level Technical Symposium - Sree Sastha Engg College - Chennai. (1)

8/6/2019 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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Documents

Nation Level Technical Symposium - Sree Sastha Engg College - Chennai. (1)