AUTOMATION OF VEHICLES

Hurratul Maleka Taj MBA (tech) -1st year NMIMS University htexcelsior8@gmail.com

ABSTRACT:
This paper has been made with a purpose that some issues in our country and in the world are hampering human life and is a topic of great concern these days. Surveys on topics which can help provide better ways to reduce the accidents and provide better means of transportation is the basic aim of this paper. Indias killer roads account for more deaths than any other single cause, from terrorism to natural disasters. According to World Bank, developing countries lose $100 billion every year due to road crashes. Further air crashes due to carelessness and human error is very common. Derailing of train, train crashes are also a topic of great concern these days. All the accidents which take place are mainly due to the greater reaction time of the drivers or due to their carelessness most of times. Automation means to automate means to run by it that is vehicle which can run without a driver. In terms of safety, vehiclehighway automation will use advanced sensing and computing technologies to provide improvements over human performance. These include full attentiveness, consistent responses, and lightning-quick reaction times. Applied in carefully selected operating environments and with appropriate fault-handling features, vehiclehighway automation will result in significant decreases in the frequency and severity of highway crashes. Automation has the potential to generate fundamental changes in transportation. This paper describes some probable directions, recognizing that the actual future depends mostly on how transportation automation opportunities evolve and integrate with the future needs of individuals and society. Examples include vehicle-based collision warning system, which will provide an auditory and visual warning to the driver. In the near future, these systems may actually apply the brakes in certain defined situations. Keywords: Intelligent vehicle system, Global Positioning System, ACCS, Control override systems, Transit Systems, Speciality vehicle Systems, Fully Automated Operations in Controlled Access - Lanes .

1. INTRODUCTION:
Indias killer roads account for more deaths than any other single cause, from terrorism to natural disasters. According to World Bank, developing countries lose $100 billion every year due to road crashes. Further air crashes due to carelessness and human error is very common. Derailing of train, train crashes are also a topic of great concern these days. All the accidents which take place are mainly due to the greater reaction time of the drivers or due to their carelessness most of times. Automation means to automate means to run by it that is vehicle which can run without a driver. In terms of safety, vehiclehighway automation will use advanced sensing and computing technologies to provide improvements over human performance. These include full attentiveness, consistent responses, and lightning-quick reaction times. While keeping the vehicle on the road is an essential element of all driving, it is the simplest of

driving tasks. It is quickly learned by beginners, and few accidents occur due to inability to stay within lane. Were there only one person on the road at a time, current technology would allow anyone to go anywhere with little effort and in total safety. But, most driving is done on roads filled with cars, trucks, buses, motorcycles and pedestrians, all going different place. The continual interaction among road users involves complexities of operation far beyond just keeping the car on the road. The processes involved in operating

vehicles of all types have been classified as consisting of searching the environment for conditions requiring a response, identifying those conditions that require a response, deciding what response is needed, and executing the response. It is possible to design vehicle systems such that all the needed processes are automated, e.g., airport
passenger shuttles. However, it is not necessary to achieve full automation in order to realize benefit.

Vehiclehighway automation technologies and systems can be described in four categories:

2. HISTORY:
Modern automatic transmissions can trace their origins to an early "horseless carriage" gearbox that was developed in 1904 by the Sturtevant brothers of Boston, Massachusetts. This unit had two forward speeds, the ratio change being brought about by flyweights that were driven by the engine. At higher engine speeds, high gear was engaged. As the vehicle slowed down and engine RPM decreased, the gearbox would shift back to low. Unfortunately, the metallurgy of the time wasn't up to the task and owing to the abruptness of the gear change, the transmission would often fail without warning. The next significant phase in the automatic transmission's development occurred in 1908 with the introduction of Henry Ford's remarkable Model T. The Model T, in addition to being cheap and reliable by the standards of the day, featured a simple, two speed plus reverse planetary transmission whose operation was manually controlled by the driver using foot pedals. The pedals actuated the transmission's friction elements (bands and clutches) to select the desired gear. In some respects, this type of transmission was less demanding of the driver's skills than the contemporary, unsynchronized manual transmission, but still required that the driver know when to make a shift, as well as how to get the car off to a smooth start. In 1934, both Reo and General Motors developed semiautomatic transmissions that were less difficult to operate than a fully manual unit. These designs, however, continued to use a clutch to engage the engine with the transmission. The General Motors unit, dubbed the "Automatic Safety Transmission," was notable in that it employed a powershifting planetary gearbox that was hydraulically controlled and was sensitive to road speed, anticipating future development. 3. AUTOMATION Warning systems that sense and then advise drivers of potential hazards; Control assistance systems that augment the driver's ability to control the Vehicle; Control override systems that intervene in some aspect of the control of the vehicle during unsafe conditions; Automated control systems that control all motions of the vehicle. These systems may be implemented by technology that is entirely contained within the vehicle (i.e., autonomously) or by combinations of in-vehicle and infrastructure technologies (i.e., cooperatively). The potential benefits to society and individuals are manifold in terms of productivity, mobility, and safety, and thus, overall trip quality. In terms of productivity, increases in throughput of perhaps a factor of three would result in increases in effective highway capacity that would, in turn, alleviate the need to build new lanes or seek other costly means of accommodating the predicted significant continuing increases in travel demand. Users would reap the benefits of substantially reduced and more predictable travel times. In terms of mobility, more predictable and generally reduced trip times would allow users expanded options in their personal and business endeavours. Impaired and elderly drivers may be able to travel safely, and with less anxiety, by automobile on high-demand urban freeway-type facilities. Transit systems, likely early users of vehicle highway automation, could offer improved quality of service less vulnerable to traffic congestion. In terms of safety, vehiclehighway automation will use advanced sensing and computing technologies to provide improvements over human performance. These include full attentiveness, consistent responses, and lightning-quick reaction times. Applied in carefully selected operating environments and with appropriate fault-handling features, vehiclehighway automation will result in significant decreases in the frequency and severity of highway crashes. Automation has the potential to generate fundamental changes in transportation. This paper describes some probable directions, recognizing that the actual future depends mostly on how transportation automation opportunities evolve and integrate with the future needs of individuals and society.

FOR SAFETY:

There are two major ways in which automation can be of benefit in driving motor vehicles. One is by making it easier, to the point of not having to drive at all. The other is by making it safer, to the point of virtually eliminating the risk of an accident. This paper will be concerned solely with automation for safety. Each year in the U.S. more than 40 thousand drivers are killed and more than three million injured in motor vehicle accidents. Successful automation of driving tasks could help reduce the risk of death and injury. Knowing the accident rates associated with the different tasks would allow the development of automation technology to be directed along paths that will be most beneficial to the safety of the public.

5. DEVELOPMENT AND IMPLEMENTATION:

The way society resolves its needs and deals with its limitations will shape the future of the nation's vehicle highway system. Safety, availability, reliability, environmental considerations, land use, and energy costs, and each of their interacting influences on private, business, and government activities, will affect vehiclehighway demand, actual use, and operations. Thus, how we incorporate automation into the vehiclehighway system will be subject to society's choices on each of a broad set of quality of life parameters. Some argue that the current infrastructure is so large that this investment dominates the reality of the future of transportation, and small changes at the margin are all we can expect. Certainly, the existing highway infrastructure in some ways constrains the design options for various vehicle highway automation concepts. However, we believe that, because of its many inherent advantages, automation will

4. SAFETY AND PERFORMANCE IMPROVEMENTS

contribute significantly to the surface transportation systems in the new millennium. The actual future rate of implementation of vehiclehighway automation will primarily reflect market forces such as the services that suppliers and consumers think people need tempered by their capacity to accept and afford them. The policies and effectiveness of local and regional transportation service providers to deliver adequate highway capacity and transit services will have a substantial bearing on rates of implementation in both rural and metropolitan areas. Additional influences will include vehicle marketing as it reflects perceived trends, national safety policies such as a reduced tolerance for behaviour that leads to crashes, and national resource allocation policies.

6.1.2 AVCS Safety Advantage

The existing automobile/highway system is extremely mature technology having been under continuous development for 100 years. As such we would expect safety advances to be governed by the limitations of "diminishing return". Vehicle automation could therefore easily be the greatest public health advance of the twenty-first century.

6.1.3 AVCS Feasibility Considerations

A vehicle guidance system capable of delivering on the promises outlined above would necessarily have to be highly sophisticated and presumably involve substantial electronics, computers, and software. But, vehicle guidance is a very safety critical function. We certainly arent going to deploy a new system that we couldnt prove is safer than the existing system. At the same time, cost is going to be a major factor. Computer capability per dollar has historically improved extremely rapidly. It is therefore not unreasonable to believe that computer systems and associated components with adequate reliability for vehicle guidance will be achievable for "reasonable" cost in the relatively near term.

6. ROAD SYSTEM:

TRANSPORT

AUTOMATION

6.1.4 AVCS Architecture Considerations

One possible approach to vehicle guidance automation would be to simply replace the driver with a "robot" system that would perform some of the same functions, only better, using existing highways.

In this section we shall see the various cases and implementation of automation problems. 6.1 Advanced Vehicle Control Systems
Advanced Vehicle Control Systems (AVCS or AVEC) is part of the "Smart Highway" initiative (also known as Intelligent Vehicle Highway Systems (IVHS) or Intelligent Transportation Systems (ITS) now receiving considerable study worldwide. If being able to take a snooze was the only advantage of an automated car guidance system it would be unlikely that the very substantial development and deployment costs for such a system would be justified in the relatively near future. An automated system can have major advantages over the current system in the areas of highway space utilization and safety as described below.

Highways automation systems could have "machine readable" signs, marks, or electronic signals to aid in guidance and supplement any imagery analysis system. The author believes that a second, independent, "backup" method of determining relative vehicle position will be necessary in addition to imagery analysis in order to achieve adequate safety.

6.2 RECENT DEVELOPMENTS:

A project funded by the European Commission is developing "road trains"--a potentially inexpensive way to automate vehicles. If cars were automated and networked--communicating with each other to coordinate their speeds, to allow passing and merging, and to warn each other of sudden stops--it might be possible for more cars to use the same roads while at the same time reducing traffic jams, saving fuel now wasted while idling on the freeway. Automated vehicles could also save gas by driving steadily--avoiding gas guzzling bursts of acceleration--or by allowing vehicles to follow so close that they reduce overall wind drag. But proposals for how to build such a system often rely on the installation of sensors and communication hubs all along roads, which could be expensive. The EU-financed project takes a different approach that wouldn't require that roadways be instrumented. In the proposed system, a professional driver would operate a lead vehicle. Other drivers could elect to pull up behind that

6.1.1 AVCS Space Utilization Advantage

Human drivers are extremely inefficient in their use of highway space. A typical automobile, when parked in a garage, occupies about 100 square feet of space. Adding "overhead" in the form of areas to open the doors and walk around the car brings the total to perhaps 175 square feet. Yet this same automobile, when operated on the highway at 70 miles per hour requires over 5000 square feet of space. Each commuter, from the time he gets on the highway until he gets off requires an average highway space exceeding one-eighth of an acre that "dynamically" moves with him as he travels in order to operate at 70 mph.

vehicle and virtually link to it, establishing a wireless connection. That vehicle would automatically follow along behind the lead vehicle, freeing its driver to eat breakfast or read a book or whatever. Several other cars could also line up behind the lead vehicle, forming a sort-of train. When you approach your destination, you'd leave the train, resuming control of the car. Apparently, reducing wind drag could cut fuel consumption by 20 percent.

unmanned aircraft system (UAS) originally introduced by the U.S. Navy to reflect the fact that these are not just aircraft, but systems, including ground stations and other elements.

7.1 HISTORY OF UAVs

The earliest UAV was A. M. Low's "Aerial Target" of 1916. A number of remote-controlled airplane advances followed, including the Hewitt-Sperry Automatic Airplane, during and after World War I, including the first scale RPV (Remote Piloted Vehicle), developed by the film star and model airplane enthusiast Reginald Denny in 1935. More were made in the technology rush during the Second World War; these were used both to train antiaircraft gunners and to fly attack missions. Jet engines were applied after WW2, in such types as the Teledyne Ryan Firebee I of 1951, while companies like Beechcraft also got in the game with their Model 1001 for the United States Navy in 1955. Nevertheless, they were little more than remote-controlled airplanes until the Vietnam Era.

6.3

HEAVY VEHICLE AUTOMATION:

We describe potential military robotics applications for the heavy vehicle automation and driver assistance research that has been conducted on at the California Partners for Advanced Transit and Highways (PATH). Specifically, we summarize the state of vehicle automation research at PATH by beginning with a short description of automated platoon operations with eight light duty passenger vehicles. We also find full automation plans for a Kodiak 4000-ton/hour rotary snow blower, two 40-ft New Flyer buses, one 60-ft New Flyer articulated bus, and three Freightliner Century tractor-trailer combinations. We draw benefits for civilian applications congestion relief, driver safety, and fuel economy/emissions reductions. We then follow with a discussion of the benefits from potential military spin-on which include, as dual-use applications, driver safety and fuel economy/emissions.

7.2 UAV CLASSIFICATION:

UAVs typically fall into one of six functional categories (although multi-role airframe platforms are becoming more prevalent): Target and decoy - providing ground and aerial gunnery a target that simulates an enemy aircraft or missile Reconnaissance - providing battlefield intelligence Combat - providing attack capability for high-risk missions Logistics - UAVs specifically designed for cargo and logistics operation Research and development - used to further develop UAV technologies to be integrated into field deployed UAV aircraft Civil and Commercial UAVs - UAVs specifically designed for civil and commercial applications.

7. AIR SYSTEM AUTOMATION:

An unmanned aerial vehicle (UAV; also known as a remotely operated aircraft) is an aircraft that flies without a human crew. Their largest uses are in military applications. To distinguish UAVs from missiles, a UAV is defined as a reusable, uncrewed vehicle capable of controlled, sustained, level flight and powered by a jet or reciprocating engine. Therefore, cruise missiles are not considered UAVs, because, like many other guided missiles, the vehicle itself is a weapon that is not reused, even though it is also unmanned and in some cases remotely guided. There is a wide variety of UAV shapes, sizes, configurations, and characteristics. Historically, UAVs were simple drones (remotely piloted aircraft), but autonomous control is increasingly being employed in UAVs. UAVs come in two varieties: some are controlled from a remote location, and others fly autonomously based on pre-programmed flight plans using more complex dynamic automation systems. Currently, military UAVs perform reconnaissance as well as attack missions. While many successful drone attacks on militants have been reported, they are also prone to collateral damage and/or erroneous targeting, as with many other weapon types. UAVs are also used in a small but growing number of civil applications, such as firefighting. UAVs are often preferred for missions that are too "dull, dirty, or dangerous" for manned aircraft. The abbreviation UAV has been expanded in some cases to UAVS (unmanned-aircraft vehicle system). The Federal Aviation Administration has adopted the generic class

They can also be categorized in terms of range/altitude and the following has been advanced as relevant at such industry events as ParcAberporth Unmanned Systems forum: Handheld 2,000 ft (600 m) altitude, about 2 km range Close 5,000 ft (1,500 m) altitude, up to 10 km range NATO type 10,000 ft (3,000 m) altitude, up to 50 km range Tactical 18,000 ft (5,500 m) altitude, about 160 km range MALE (medium altitude, long endurance) up to 30,000 ft (9,000 m) and range over 200 km HALE (high altitude, long endurance) over 30,000 ft and indefinite range HYPERSONIC high-speed, supersonic (Mach 1-5) or hypersonic (Mach 5+) 50,000 ft (15,200 m) or suborbital altitude, range over 200 km ORBITAL low earth orbit (Mach 25+) CIS Lunar Earth-Moon transfer

7.3 UAV FUNCTIONS

UAVs perform a wide variety of functions. The majority of these functions are some form of remote sensing; this is central to the reconnaissance role most UAVs fulfil. Less common UAV functions include interaction and transport. Remote sensing

aircraft with the payload must be assessed. For such situations, payloads are often enclosed in aerodynamic pods for transport. Scientific research

A Bell Eagle Eye, offered to the US Coast Guard

Unmanned aircraft are uniquely capable of penetrating areas which may be too dangerous for piloted craft. The National Oceanic and Atmospheric Administration (NOAA) began utilizing the Aerosonde unmanned aircraft system in 2006 as a hurricane hunter. AAI Corporation subsidiary Aerosonde Pty Ltd. of Victoria (Australia), designs and manufactures the 35pound system, which can fly into a hurricane and communicate near-real-time data directly to the National Hurricane Centre in Florida. Beyond the standard barometric pressure and temperature data typically culled from manned hurricane hunters, the Aerosonde system provides measurements far closer to the waters surface than previously captured. Further applications for unmanned aircraft can be explored once solutions have been developed for their accommodation within national airspace, an issue currently under discussion by the Federal Aviation Administration. Armed attacks

The RQ-7 Shadow is capable of delivering a 20-lb. "QuickMEDS" canister to front-line troops.

Fig: Rear view of a MQ-1 Predator (Reno Air Show) MQ-1 Predator UAVs armed with Hellfire missiles are now used as platforms for hitting ground targets in sensitive areas. Armed Predators were first used in late 2001 from bases in Pakistan and Uzbekistan, mostly for targeted assassinations inside Afghanistan. Since then, there were several reported cases of such assassinations taking place in Pakistan, this time from Afghan-based Predators. The advantage of using an unmanned vehicle, rather than a manned aircraft in such cases, is to avoid a diplomatic embarrassment should the aircraft be shot down and the pilots captured, since the bombings took place in countries deemed friendly and without the official permission of those countries.

Fig: Malazgirt VTOL Mini Unmanned System operated by Turkish Armed Forces UAV remote sensing functions include electromagnetic spectrum sensors, biological sensors, and chemical sensors. A UAV's electromagnetic sensors typically include visual spectrum, infrared, or near infrared cameras as well as radar systems. Other electromagnetic wave detectors such as microwave and ultraviolet spectrum sensors may also be used, but are uncommon. Biological sensors are sensors capable of detecting the airborne presence of various microorganisms and other biological factors. Chemical sensors use laser spectroscopy to analyze the concentrations of each element in the air. Transport

8. TRAIN AUTOMATION:
By means of todays information and communication technologies, the operation of metro systems can already be fully automated. An automated driverless operation of main lines does not meet any insuperable barriers and could be an option in very long-term perspective. The main driver for automation operation. Different degrees of automation can be discerned: is the superior cost-effectiveness of train

UAVs can transport goods using various means based on the configuration of the UAV itself. Most payloads are stored in an internal payload bay somewhere in the airframe. For many helicopter configurations, external payloads can be tethered to the bottom of the airframe. With fixed wing UAVs, payloads can also be attached to the airframe, but aerodynamics of the

1. 2.

semi-automation with reduced driver control fully automated control as the sole operating system for driverless vehicles on autonomous, separate tracks

likely to reduce this skepticism. In the long run, no major acceptance deficits are to be expected, especially if part of the cost savings is transferred to the customer. Technological hurdles

3. 4.

fully automated driverless trains sharing a mixed infrastructure with driver-operated vehicles fully automated control as the sole operating system.

Whereas automated metro operation does not seem to meet any major technological obstacles, a driverless main line operation still meets many challenges especially as far as safety is concerned. Serious problems arise in mixed operation and due to the fact that there is no physical protection of the tracks (in contrast to underground metro lines). Transition costs

Level 1 and 2 have already been realised, level 3 and 4 are subject to research and development efforts. Automated train control could have strong implications for energy efficiency, since driving patterns of the involved trains can be optimised with respect to energy consumption. This includes costing and speed optimisation in metro systems with frequent stops and high train density, timetables can be designed in such a way that acceleration of one train is synchronised with braking of previous (or other) train in order to ensure a maximum use of brake energy recovery. Permanent real-time traffic optimisation in order to minimise train conflicts and red signals. Traffic fluidity and system capacity can be further improved by moving block systems. An automated driverless operation is discussed for both freight and passenger operation. Driverless systems in freight operation are addressed in the context of self-propelled freight cars. Therefore the present evaluation focuses on the automated operation of passenger trains.

Although driverless operation strongly reduces running costs, the initial investment into infrastructure and vehicles is high.

9. CONCLUSION:
Through this paper we conclude that the automation can be of great help to the global changing scenario. In the 21st century we wish to witness this change in our day to day lives.

10. REFRENCES:
1. 2. www.azinet.com/articles/real98.htm www.ingentaconnect.com/content/tandf/terg/199 8/.../art00006 3. 4. 5. 6. pcwin.com/downloads/VehicleAutomation.html www.brothersoft.com/downloads/vehicleautomation.html www.technologyreview.com/blog/tags/vehicle+a utomation/ www.infrastructuresecurityportal.com/infrastruct uresecurity_news.asp?...Networking%20solution %20for%20vehicle%20automation 7. linkinghub.elsevier.com/retrieve/pii/S136757889 9900718

8.1 BENEFITS:
Cost effectiveness

Personnel costs take a high share in railway operation and can be dramatically reduced by driverless operation. Safety

A clear requirement for automated rail systems is equal or improved safety compared to conventional operation. An increased overall safety of the system seems achievable as human failure can be minimized. Capacity

Train automation can help to increase network capacity through increased punctuality, reduced slot size and moving block systems.

8.2 BARRIERS:
Acceptance on the part of drivers

Drivers obviously associate the loss of their jobs with train automation. Acceptance on the part of passengers

There is widespread unease associated with travelling in a pilotless vehicle. On the other hand, the spreading of driverless people movers and automated metro systems are