International Journal of Information and Education Technology, Vol. 1, No.

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ISSN: 2010-3689

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AbstractControlled & safe cruise control operation is one
of the major constraints faced by todays automotive industry.
Adaptive cruise control (ACC) with Stop & Go scenarios is the
most important research topics in the field of intelligent
transportation systems. This paper deals with the development
of an ACC controller supporting stop & go function. The main
feature of this controller represents adaptation to a user-preset
speed and, if necessary, speed reductions can be done to
maintain a safe distance from the lead vehicle in the same lane
on the road, irrespective of whatever speed it is moving. The
extreme case is the stop and go operation in which the lead
vehicle stops and the vehicle at the rear must also do so. The
main concern of the system is about the inter-distance control
in highways where the vehicle velocity mainly remains
constant & it also deals with the vehicle circulating in towns
with frequent stops & acceleration. In both situations, goals of
safety and comfort are to be achieved. The main aim of the
paper is to design a model for adaptive Cruise Control system
which works efficiently under the STOP & Go scenarios using
Matlab and validate it with physical design architecture
incorporating safety features. The paper also deals with
various lane changing strategies to enforce an overall control
of the vehicle.

Keywords- Adaptive Cruise Control, Stop & Go scenario,
Zero speed, fail-safe features, Lane changing.

I. INTRODUCTION
Number of accidents can be avoided through timely threat
recognition and appropriate collision avoidance. This may
be achieved by suitable warning to the driver or by
automatic support to longitudinal or lateral control of the
vehicle. Adaptive Cruise Control (ACC) is an automotive
feature that allows a vehicle's cruise control system to adapt
the vehicle's speed to the traffic environment but the driver
remains responsible for steering & collision avoidance. If
deceleration of the ACC is not sufficient enough to avoid a
collision, the ACC warns the driver with a warning sound.
The ACC was often used during free driving & busy traffic
(i.e.., speed between 70 & 90 km/hr on the high ways) &
was hardly used during congestion. When the ACC is active,
it was concluded that the time-headway in car-following

situations was around 0.2 seconds higher than without the
ACC. The normal ACC doesnt work under the speed below
30 to 50 kmph thus causing driver inconvenience to drive.
To overcome this, ACC with Stop & Go is designed to work
even at zero speed.
The cruise control operation using radar sensors is the
most vulnerable technology used for automotive control [1].
The advantage that radar sensors have over other types of
sensors, such as optical or infrared sensors, is that they
perform equally well during the day, the night, and in most
weather conditions. Radar sensors will undoubtedly be an
integral part of any multiple sensor system or sensor fusion
used to achieve a true autonomous vehicle. The use of
ultrasonic sensors [2] and laser sensors [3] which are
reasonably cheap and work for ranges of up to a few meters
but problems arise regarding both their accuracy and their
behavior in noisy open-air and dirty conditions. A passive
optical [4] can be an alternative to commonly used active
sensors like radar or laser. Though it is able to detect traffic
on the road and obstacles at distances up to 200 meters, it
has less accuracy at greater distances.

II. METHODOLOGY
Currently numerous models are available in market
with Adaptive cruise control (ACC) feature. Mitsubishi was
the first automaker to offer a laser-based ACC system
whose control mechanism did not apply the brakes and only
controlled speed through throttle control and downshifting.
Later Toyota incorporated radar based ACC. Mercedes lined
up next on introducing ACC system which completely halts
the car if necessary which was further adopted by Bosch
and Audi. BMW's Active Cruise Control system
implemented Stop-and-Go system. These cruise control
techniques have faced lot of set-backs in issues pertaining to
unsafe operation. The major problems left un-attended in
these vehicles were, initially the shooting-up of accelerator
un-controllably under certain conditions of cruise control,
cruise control not cancelling when the brakes were
applied,vehicle accelerating beyond the set speed, vehicle
resuming to cruise control on its own resisting the applied
brakes, faulty brake problems and speed control issues. So
in order to overcome these faults, this paper presents
additional sensors to ensure complete safety. It also
incorporates fail-safe features.
Cruise Control Operation from Zero to Preset
Speed-Simulation and Implementation
F. A. Arvind Raj R., S. B. Sandhiya Kumar, Member IACSIT, IEEE and T. C. Karthik S.
Manuscript received March 18th, 2001. This work was supported in part
by Tata Consultancy Services and RNTBCI. Paper Title- Cruise Control
Operation from Zero to Preset Speed-Simulation and Implementation.
F. A. Arvind Raj R. is with Tata Consultancy Services (e-mail:
arvindraj.r@tcs.com).
S. B. Sandhiya Kumar is with Tata Consultancy Services (e-
mail:sandhiya.kumar@tcs.com)
T. C. Karthik S. is with VIT UNIVERSITY(M.Tech- Automotive
electronics)
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Figure 1. Cruise control operation
The operation of ACC with Stop & Go manages speed to
a complete stop and resumes the set speed based on driver
input such as touching the pedal or resume button. In the
cruise scenarios in which two vehicles are involved, the
front one is called lead vehicle and the following vehicle is
called the host vehicle for the longitudinal controller. A
sensing system attached to the front of the vehicle is used to
detect whether slower moving vehicles are in the host
vehicles path. If a slower moving vehicle is detected, this
system will slow the vehicle down and control the clearance,
or time gap, between the host vehicle and the lead vehicle.
If the system detects that the forward vehicle is no longer in
the host vehicle's path, the system will accelerate the vehicle
back to its set cruise control speed. This operation allows
the host vehicle to autonomously slow down and speed up
with traffic without intervention from the driver. The
method by which the host vehicle's speed is controlled is via
engine throttle control and limited brake operation. The
system is divided into 2 modules, namely Vehicle model,
ACC with Stop & Go model.
A. Vehicle model
The vehicle model is just like a representation of a car. It
consists of all the blocks that a car has. The main
components of a vehicle model are:

Figure 2. Vehicle design
The Throttle valve and brake circuit are designed as
follows:

Figure 3. Throttle Valve

Figure 4. Brake circuit
Transmission control unit: The main purpose of vehicle
dynamics is to convert the engine speed (in rpm ) to the
vehicle speed in terms of Miles/ hr or Km/hr. The vehicle
speed tells us how fast the vehicle is moving.
B. ACC with Stop & Go model
The primary function of this module is to process the
distance information from the sensing unit and determine if
a lead vehicle is present. When the system is in time gap
control, it sends information to the Engine Control and
Brake Control modules to control the clearance between the
host Vehicle and the Target Vehicle. Stop and Go Adaptive
Cruise Control is an automotive feature that allows a
vehicle's cruise control system to adapt the vehicle's speed.

Figure 5. ACC Block diagram
Distance: The distance here is the distance between the
lead vehicle and host vehicle. The distance is one of the
major inputs to the controller. We get the distance value
using the sensing units like Range estimation Image
processing technique, radar communication e.t.c.
Display: The display is present on the Dash board of the
car. Here it ind icates the distance range, warning messages
and so on.
Throttle module: The throttle module here sends the
controller the throttle position & also adjusts its position
when the controller says to do.
Brake module: The brake module here sends the
controller the amount of brake applied its position & also
adjusts its position when the controller says to perform.
Speed Calculation: The speed of the lead vehicle is
calculated using the distance difference method. The
formulae used for this is:
Speed= d1 d2 (1)
d1 distance at time t=1 sec, d2 distance at time t= 2
sec.
Hence, both the vehicles are maintained at a safe-distance
from each other.
Speed Required for Host Vehicle: The speed required
for the host vehicle is set based on the speed of the Lead
vehicle. Here we set the speed as (if the distance between
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the vehicles is in safe inter-distance range ):
Host Vehicle Speed = Lead Vehicle Speed (2)

III. SIMULATION
The modelling is done using simulink model in
MATLAB.
A. Algorithm
START
Step1: Start the Engine.
Step2:Operate the vehicle manually using the acceleration
and brake pedal.
Step3: Check whether Acc is turned on.
Step4: If the acc is turned off goto step 2.
Step5:Check whether any object is detected.
Step6: If no object is detected that the host vehicles speed =
set speed.
Step7: After the object is detected calculate the distance
using

Figure 6. Flow chart
the time difference technique.
Step 8: Get the Host vehicle speed.
Step 9: Set Host vehicle speed = Lead vehicle speed.
Step 10: Adjust the acceleration & brake pedals in order to
achieve the safe speed required.
Step 11: If user manually presses the acceleration or brake
pedal, then deactivate the ACC.
Step 12: Display user that ACC is deactivated
Step 13: Repeat process continuously.
STOP
B. Modes of driving
1) Manual Driving: In the manual driving mode, the
user presses the acceleration pedal in order to move
the vehicle at a desired speed. The gain is fed to a
slider, which represent a throttle valve.

Figure 7. Manual driving circuit
2) Cruise Control: The control enters into cruise control
mode when there is no obstacle present for host
vehicle to drive for a certain speed. Here the cruise
control is set to a set speed of 90. If user triggers the
manual switch, then cruise control mode is
deactivated.

Figure 8. Cruise control model
C. Circuit components
1) Adaptive Cruise Control: The control enters into
ACC when there is an obstacle present in front of
host vehicle. Here we are going to calculate the
amount of acceleration & brake required.

Figure 9. ACC circuit
2) Speed calculator: The speed calculator block
calculates the speed of the lead vehicle based on the
distance between the cars.

Figure 10. Speed calculator
3) Vehicle Found: Here when we select vehicle found,
the distance between the cars is set by default as 100.
The vehicle found is activated when the car is
running in CC mode.

Figure 11. Vehicle found
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4) Manual Switch: This switch is used to select the
ACC active & inactive

Figure 12. Manual Switch

IV. DESIGN IMPLEMENTATION
A. Cruise Control Operation
The various sensors used in the cruise control operation
are radar sensor, throttle position sensor, Brake pedal
sensor, positions sensor, speed sensor, engine rpm
sensor and fuel injection ratio sensor.
This physical model uses the current millimeter-wave
radar systems operating at 7677 GHz frequency range
to measure the inter-distance between the moving
vehicles up to 200m ahead and upto a relative motion of
250Kmph. The radar sensor sends signals and these
beams are reflected back from the vehicles ahead. The
sensor picks up the reflection and sends them to the
micro-controller. This is done using three overlapping
radar beams, the sensor network provides range and
closing-rate information to the cruise control system,
which can control the brakes and also the throttle of the
vehicle.
The micro-controller immediately calculates whether the
car's speed needs to be adjusted, or if the road ahead is
clear. This is done based on a simple calculation of safe
inter-distance between vehicles to avoid collision using
current speed of the two vehicles and response time to
stop the vehicle on pressing the brakes as parameters. If
the distance between the vehicles > safe inter-distance,
then the controller triggers the ECM to adjust the speed
of the host vehicle by either accelerating or decelerating
corresponding to lead vehicle. If the distance between
the vehicles < safe inter-distance, then the controller
communicates to the brake system to completely halt the
vehicle and disengage the cruise control system.
Based on the input signal, ECM decides the cars speed.
The speed is controlled by fuel ejection parameter and
throttle position sensor which converts the throttle valve
angle into electrical signals. As the throttle opens, signal
voltage increases and vice-versa. Hence the system
adapts the speed of the vehicle according to the speed of
the vehicle ahead, in order to maintain a separation time-
interval between the two vehicles.
When the brake control system gets activated for
distance less than safe inter-distance between the
vehicles, the controller automatically triggers the
braking system using the brake pedal sensor and ABS.
The wheel is prevented from locking by a mechanism
that automatically regulates braking force to an optimum
for any given low-friction condition. In addition to the
normal brake components, including brake pedal, master
cylinder, vacuum boost, wheel cylinders, calipers/disks
and brake lines, this system has a set of angular speed
sensors at each wheel, an electronic control module and
a hydraulic brake pressure modulator (regulator). Hence
the vehicle is brought to complete halt avoiding collision
and accidents.
The model also uses other sensors like rear position and
engine rpm sensor, crankshaft sensor, camshaft position
sensor which constantly helps calculate data on wheel
revolutions and levels of vehicle pitch and centrifugal
force to the controller. On the basis of the car's current
path and the data supplied, the controller can calculate
the approaching curve path.
B. Lane Changing Strategies
Increasing traffic on highways leads to more dangerous
situations during lane changes. Generally, the Lane Change
system monitors the area behind and beside the own vehicle
by vision and radar sensors. If a dangerous object is
detected in the neighboring lane, the speed is controlled
automatically to permit lane change. By using the signals
from the radar sensor, the control unit judges whether the
lane change can take place or not. It also works out its
lateral position on multi-lane roads. If there are several
vehicles within the sensor's field of coverage at the same
time, this information is used to select which of the vehicles
the system should track. For this purpose, the radar sensor is
placed in the rear bumper of the car and detects vehicles
along side as well as behind the car. If detected, the system
informs the driver until the vehicle has moved out of range.
Firstly, it alerts the driver regarding the presence of the
other vehicle and secondly adjusts the speed of the vehicle
correspondingly so that collision is avoided during lane
changing.

Figure 13. Lane changing strategies

While changing lanes, the safe zone parameter influences
the speed of the host vehicle. On changing lanes, the
satellite radar sensor senses whether the car is in safe zone
thereby disengaging the cruise control and allowing the
driver to change lane. But when the car is not in the safe
zone, the sensor triggers an alarm which creates a sound
signal in order to warn the driver to avoid lane change and
so the driver will have to decelerate in order to change the
lane. But if the driver forcefully changes the lane, a
momentary torque will be triggered by the control unit
which will influence the steering control and stop the driver
from accelerating while changing the lane.

V. RESULTS AND DISCUSSION
A. Simulation
For the Input Current of 0 to 6.75 volts, the throttle angle
shifts from 0 to 90 deg.
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Figure 14. Input current Vs throttle angle
The amount of air flow through the intake manifold w.r.t
throttle angle is shown below:

Figure 15. Air flow through intake manifold

Figure 16. Output Environment when automatic driving is activated i.e. CC
The output environment shown below is achieved when
user activates the ACC, then the vehicle gets out of manual
driving mode. Here as there is no vehicle present in front of
Host vehicle. The host vehicle moves at a set speed of 90
km/hr.
The output environment shown below is achieved when
user selects that a vehicle is present then the ACC calculates
the Lead vehicle speed using the distance between 2
vehicles, then sets host vehicle to lead vehicle speed.

Figure 17. Output Environment when Lead vehicle is present
B. Physical Design- Issues And Solutions
1) Braking issues:
When depressing the brake pedal, the auto's hydraulics
engages and slow or stop the vehicle. In addition, two other
functions can also occur, one of which is critical to the
operation of the vehicle- disengaging of the cruise control.
The other function is to switch on the brake lights to alert
other vehicles that the car is slowing down and/or is going
to stop [5]. In the past, these items typically used
electromechanical sensors to sense the brake pedal motion
but failed to disengage the cruise control, allowing the
engine to continue its race forward increasing the possibility
of a potentially dangerous collision.
Solution:When the brakes are applied a sensor must be
activated that in turn, disengages the cruise control,
automatically reducing gasoline flow to the engine, allowing
the vehicle to slow or stop. The sensors are of a single pole
normally open and a single pole normally closed type.In the
second case, when the brake pedal is depressed, the
normally closed contact will open automatically
disengaging the cruise control.
2) Acceleration issues:
There are cases, where in the vehicle faces the problem of
un-controllable acceleration. During such conditions, the
vehicle is prone to accidents. To avoid this, we have defined
a preset speed parameter which is embedded in the micro-
controller. When the host vehicle acclerates beyond the
preset speed, the micro-controller communicates with the
ECM via throttle position sensor and influences the throttle
angle with respect to the fuel ejection parameter.Thus the
speed of the host vehicle is controlled gradually and brought
to rest.
3) Acceleration limitations:
If approaching a slower vehicle ahead or if another
vehicle cuts in front, the automatic distance control slows
down the car by initiating corrective controls in the engine
management and, if necessary, in the braking system too.
We have defined the various modes of Preset speed in order
to suit the different kinds of road traffic. During peak traffic
conditions the distance between the cars will be minimal, in
such cases the pre-set speed (0-20Kmph) is activated and
hence the driver will not be able to accelerate beyond
20Kmph.During normal traffic conditions there will be
mediocre distance between the cars and hence the pre-set
speed of (10-50Kmph) is activated, thus setting the
maximum speed limit to 50.In highways the distance
between the cars gradually increases and hence the pre-set
speed of (50-Max.Speed) is activated , thus giving the driver
an option of increasing the acceleration upto the Max.Speed
limit. If the rate of deceleration exceeds the vehicle's
maximum stopping power, visual and audible warning
signals will prompt the driver to apply the brakes manually.
C. ADVANTAGES
Incorporated a dead man's switch which is a switch that
is automatically operated in case the human operator
becomes incapacitated. The switch usually stops a
machine, and is a form of fail-safe.
In order to avoid skidding during braking, hydraulic
systems with electronic enhancement such as an ABS
brake system is used.
Incorporating Road Characteristics: Driving over
"rolling" terrain, with gentle up and down portions, can
usually be done more economically (using less fuel) by a
skilled driver viewing the approaching terrain, by
maintaining a relatively constant throttle position and
allowing the vehicle to accelerate on the downgrades
and decelerate on upgrades, while reducing power when
cresting a rise and adding a bit before an upgrade is
reached. Cruise control will tend to over throttle on the
upgrades and retard on the downgrades, wasting the
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energy storage capabilities available from the inertia of
the vehicle. In order to complement the different roads,
we define the road characteristics as follows:
1: Vehicle going UP on an inclined road
-1: Vehicle is getting DOWN from an inclined road
0: Vehicle on a plain Road
The advantage that radar sensors have over other types
of sensors, such as optical or infrared sensors is that they
perform equally well during the day, the night and in
most weather conditions. Radar can also be used for
target identification and for detecting road conditions by
making use of scattering signature information. Radar
sensors will undoubtedly be an integral part of any
multiple sensor system or sensor fusion used to achieve
a true autonomous vehicle. The same radar sensors used
for ACC can also be used in pre-crash sensing, parking
aid and collision avoidance and assistance (CW/A)
systems. When used in a CW/A application, the radar
sensors allow for warning signals to be given and for air
bags to be activated. CW/A systems can also be
designed to take control of a vehicle when a collision is
anticipated ACC, multiple radar sensors must be used in
conjunction with the long-range forward-looking 7677
GHz ACC radar.

Figure 18. Laser radar sensor


VI. CONCLUSION
The project demonstrated the longitudinal vehicle model
via simulation. Using the distance between the vehicles, the
speed was calculated. Different modes of driving were also
shown. This model is validated by a physical design along
with the corresponding sensors and actuators. Hence, the
complete implementation of the concept is done. Also the
variuos issues involved during implementation and the
corresponding solution were discussed.

VII. FUTURE ENHANCEMENTS
The distance & speed calculation can be modified and
validated by using techniques and algorithm like ant colony,
GA, nueral network. Enhanced safety features and
indication mechanism can be incorporated in the system
design at the event of failure of cruise control mode of
operation. These features can be activated depending upon
the distance between the vehicles. The project can be further
enhanced by using effective methods to detect the front
vehicle in all road conditions & weather conditions using
image processing techniques or Radar or some wireless
techniques.

ACKNOWLEDGEMENT
We are really thankful to Mr.Parag Taktwala, who has
been a source of inspiration and guidance throughout the
project. We would also like to thank Mr.Prashant Mulay
from TCS and Mr.Mohan sundar RNTBCI management for
the support and guidance provided in improving the project
further.

REFERENCES
[1] Frank Kruse and et al.: Target classification based on near-distance
radar sensors, intelligent vehicle symposium of Parma,2004.
[2] Alessio Carullo and Marco Parvis: An Ultrasonic Sensor for Distance
Measurement in Automotive Applications, IEEE sensors journal, vol.
1, no. 2, august 2001.
[3] Zhi-Yuan Zhang, Pei-Lin Wan, Jie Zhang: Design of intelligent
automobilecruise control system with laser rangefinders, World
congress on Enginering and computer science,2008.
[4] I. Hoffmann: Book on Replacing Radar by an Optical Sensor in
Automotive Applications
[5] Meder electronics: Brake pedal position sensor