ADAPTIVE CRUISE CONTROL
INTRODUCTION
Those tasks can now be performed by Adaptive Cruise Control (ACC) system, which is an extension of the conventional cruise control system.
Like a conventional cruise control system, ACC keeps the vehicle at a set constant speed. The significant difference, however, is that if a car with ACC is confronted with a slower moving vehicle ahead, it is automatically slowed down and then follows the slower vehicle at a set distance. Once the road ahead is clear again, the ACC accelerates the car back to the previous set cruising speed. In that way, ACC integrates a vehicle harmoniously into the traffic flow.
WHY ADAPTIVE CRUISE CONTROL?
Comfortable distance to the car ahead increases driving safety and ensures a more relaxed driving experience. Adaptive Cruise Control ensures that there is enough distance to the car ahead, even if it unexpectedly lowers the speed.
With Adaptive Cruise Control we have enhanced the conventional systems for speed control to a driver assistant with an added value. The system makes it possible to adapt the distance to the car ahead without the driver’s intervention, effectively relieving the driver. Highway and rural road drives are more relaxed and traffic flows better altogether, since acceleration and braking maneuvers are automatically adjusted.
ADAPTIVE CRUISE CONTROL
Two companies are developing a more advanced cruise control that can automatically adjust a car's speed to maintain a safe following distance. This new technology, called adaptive cruise control, uses forward-looking radar, installed behind the grill of a vehicle, to detect the speed and distance of the vehicle ahead of it.
Adaptive cruise control is similar to conventional cruise control in that it maintains the vehicle's pre-set speed. However, unlike conventional cruise control, this new system can automatically adjust speed in order to maintain a proper distance between vehicles in the same lane. This is achieved through a radar headway sensor, digital signal processor and longitudinal controller. If the lead vehicle slows down, or if another object is detected, the system sends a signal to the engine or braking system to decelerate. Then, when the road is clear, the system will re-accelerate the vehicle back to the set speed.
The 77-GHz Autocruise radar system made by TRW has a forward-looking range of up to 492 feet (150 meters), and operates at vehicle speeds ranging from 18.6 miles per hour (30 kph) to 111 mph (180 kph). Delphi 's 76-GHz system can also detect objects as far away as 492 feet, and operates at speeds as low as 20 mph (32 kph).
Adaptive cruise control is just a preview of the technology being developed by both companies. These systems are being enhanced to include collision warning capabilities that will warn drivers through visual and/or audio signals that a collision is imminent and that braking or evasive steering is needed.
Adaptive Cruise Control (ACC) technology improves upon the function of standard cruise control by automatically adjusting the vehicle speed and distance to that of a target vehicle. ACC uses a long range radar sensor to detect a target vehicle up to 200 meters in front and automatically adjusts the ACC vehicle speed and gap accordingly. ACC automatically decelerates or accelerates the vehicle according to the desired speed and distance settings established by the driver. As per standard cruise control the driver can override the system at any time.
Figure: THE CONCEPT OF ACC.
HOW DOES IT WORK?
The radar headway sensor sends information to a digital signal processor, which in turn translates the speed and distance information for a longitudinal controller. The result? If the lead vehicle slows down, or if another object is detected, the system sends a signal to the engine or braking system to decelerate. Then, when the road is clear, the system will re-accelerate the vehicle back to the set speed.
The adaptive cruise control (ACC) system depends on two infrared sensors to detect cars up ahead. Each sensor has an emitter, which sends out a beam of infrared light energy, and a receiver, which captures light reflected back from the vehicle ahead.
The first sensor, called the sweep long-range sensor, uses a narrow infrared beam to detect objects six to 50 yards away. At its widest point, the beam covers no more than the width of one highway lane, so this sensor detects only vehicles directly ahead and doesn't detect cars in other lanes. Even so, it has to deal with some tricky situations, like keeping track of the right target when the car goes around a curve. To deal with that problem, the system has a solid-state gyro that instantaneously transmits curve-radius information to the sweep sensor, which steers its beam accordingly.
Another challenge arises when a car suddenly cuts in front of an ACC-equipped car. Because the sweep sensor's beam is so narrow, it doesn't "see" the other car until it's smack in the middle of the lane. That's where the other sensor, called the cut-in sensor, comes in. It has two wide beams that "look" into adjacent lanes, up to a distance of 30 yards ahead. And because it ignores anything that isn't moving at least 30 percent as fast as the car in which it is mounted, highway signs and parked cars on the side of the road don't confuse it.
Information from the sensors goes to the Vehicle Application Controller (VAC), the system's computing and communication center. The VAC reads the settings the driver has selected and figures out such things as how fast the car should go to maintain the proper distance from cars ahead and when the car should release the throttle or downshift to slow down. Then it communicates that information to devices that control the engine and the transmission.
There are several inputs:
System on/off: If on, denotes that the cruise-control system should maintain the car speed.
Engine on/off: If on, denotes that the car engine is turned on; the cruise-control system is only active if the engine is on.
Pulses from wheel: A pulse is sent for every revolution of the wheel.
Accelerator:Indication of how far the accelerator has been pressed.
Brake: On when the brake is pressed; the cruise-control system temporarily reverts to manual control if the brake is pressed.
Increase/Decrease Speed: Increase or decrease the maintained speed; only applicable if the cruise-control system is on.
Resume:Resume the last maintained speed; only applicable if the cruise-control system is on.
Clock:Timing pulse every millisecond.
There is one output from the system:
Throttle:Digital value for the engineer throttle setting.
ADAPTIVE CRUISE CONTROL FEATURES
o Maintains a safe, comfortable distance between vehicles without driver interventions
o Maintains a consistent performance in poor visibility conditions.
o Maintains a continuous performance during road turns and elevation changes
o Alerts drivers by way of automatic braking.
ADVANTAGES
Some of those advantages include:
Its usefulness for long drives across sparsely populated roads. This usually results in better fuel efficiency.
Some drivers use it to avoid unconsciously violating speed limits. A driver who otherwise tends to unconsciously increase speed over the course of a highway journey may avoid a speeding ticket. Such drivers should note, however, that a cruise control may go over its setting on a downhill which is steep enough to accelerate with an idling engine.
Reduction in accident rate for vehicles fitted with collision avoidance type systems
Reduction in driver fatigue
Interconnection to more advanced future systems.
LIMITATIONS
One of the biggest challenges in designing ACC systems today are the costs associated with the robust system. Though current costs are substantial, they are slowly decreasing.
Auto manufacturers stress that advanced cruise control does not drive the car for you, and it's not meant to be used in heavy traffic. But, for long trips, it's a convenience that allows you to focus more on your driving.
CONCLUSIONS
Despite the introduction of the system to the market place, these are still early days. The current system can measure up to 150m ahead of the car and reduce the car's speed if an obstruction appears. What it can't do, at the moment, is bring the car to a halt.
Whatever happens, the ACC market looks set to explode. The projected figures make startling reading. In 2002 there are no more than 100,000 vehicles fitted with ACC, but that figure is set to reach eight million in four years' time, with Europe, South-East Asia and the US accounting for about a third each. Around 17% of all European-built cars are likely to have ACC fitted as standard by then.
Expansion is bound to slow down thereafter, but by 2010 the global market will be 11.5 million units, representing an industry value of around $2.4 billion - and enormously more than that saved in repair bills, hospital bills and, indeed, funeral bills.
REFERENCES
1. University of Michigan
2. L. C. Davis (2004). "Effect of adaptive cruise control systems on traffic flow". Physical Review Letters E 69 (6): 066110 (article ID; no page reference).
3. CY Liang, H Peng (1999). "Optimal Adaptive Cruise Control with Guaranteed String Stability". Vehicle System Dynamics 32 (4-5): 313-330.
4. P Venhovens, K Naab, B Adiprasito (2000). "Stop and Go Cruise Control". Proc. FISITA World Automotive Congress, Seoul , Korea
5. L. C. Davis, “Effect of adaptive cruise control systems on traffic flow” Physics Department, University of Michigan , Ann Arbor , Michigan 48109 , USA
WEBSITES
1. www.siliconchip.com.au/cms/A_105086/article.html
2. www.audi.com/audi/com/en1/glossary/adaptive_cruise_control.html
3. www.pcmag.com/encyclopedia
4. www.ford.com/en/innovation/safety/accidentAvoidance/adaptiveCruiseControl.html
5. SEMINAR TOPIC FROM :: www.edufive.com/seminartopics.html
No comments:
Post a Comment