Development of Intelligent Traffic Control for Emergency

Vehicle Clearance

1. FIELD OF INVENTION

The field of innovation is application of intelligent traffic control for Emergency vehicle

clearance in Transportation Engineering.

2. BACKGROUND OF INVENTION

India is one of top countries in region with construction and modernization of highways
and other road infrastructure. Use of modern transport-related information systems is
implemented on all Indian highways and some freeways (such as regions of Rijeka and Split),
especially in tunnel infrastructure that enables a continuous progress towards the integration of
transport infrastructure management.
Sadly, city infrastructure does not follow this trend in India. Telematics equipment and traffic
light management is mostly outdated and obsolete. This is a major reason for preventing
integration of telematics systems in cities. To be a part of the highway and freeway grid, and a
full integration of informatics road network, a significant progress and intensive use of modern
computer and information technology must be made.
Biggest problem in the Indian metropolis, Zagreb, is that there is no existent city traffic central
management center. Current data exchange methods are manual. Traffic management in city
traffic light adaptive management is only implemented locally on some intersections.
A good priority to emergency vehicles can be given only after adaptation to new technologies and
data infrastructure.
Available solutions are known and can be combined and implemented for adaptive traffic light
management. Traffic solutions for public transport are used in many countries and can be adapted
and implemented on vehicles that are used by emergency services. Finished solutions and
algorithms for adaptive management (SCATS, SCOOT, Utopia, etc.) have implemented modules
for priority of emergency services, but are not used because of problems with vehicle detection.

3. OBJECT OF THE INVENTION

  The aim of this venture is to pass emergency vehicles like VIP vehicles, Ambulances, Fire
Trucks to their destinations at the earliest by using intelligent traffic control system.

 Meanwhile can detect stolen vehicles by using this control system. ARDUINO is used to
improve the speed and efficiency of the system instead of ARM7 controller; through this
method we can increase the accuracy and time efficiency of data sending process.

3. DETAILED DESCRIPTION OF THE INVENTION

Currently many urban cities are facing the main problem of promptly increasing the
automobiles causes increasing the traffic in various cities. There are also the main problem
concerning to vehicles is that the robberies of vehicles and robbery through vehicles. So for the
current system of intelligent traffic control system uses the ARM7 controller as the major component
and the basic typical features of this controller are low efficient as the technological development has
been improved and this controller is actually slow in process when compared to the advanced devices
like Arudino and also the emergency vehicle clearance is majorly dependent on the speed of the
process which is very important in saving a life or passing a VIP vehicle speed and efficiency plays a
vital role. Presently the system of the traffic management is not using any advanced systems and
advancements for improved and better results.
And also the current system uses only sensors and the manual operation for the traffic control
and clearance during an emergency which is very tedious and difficult to monitor.
The existing system is found to be a hurtling one and with the idea of increasing the speed we
have been proposing a new idea of increasing the speed and accuracy by replacing and altering few
methodologies in the current system.
The proposed system with the further modules as locating the lost vehicle by using RFID
system and the lane clearance of crisis vehicles as shown in Figure.1.
In this system each vehicle is furnished with a unique special RFID (radio frequency
identification tag) which has a unique identification number. At traffic signal junction there are the
RFID readers for identification of vehicles. The task of counting vehicle is done at traffic controller
room by the microcontroller with help of IR (Infrared) sensors.
It will also assemble fine form bank account if any vehicle disrupts the traffic signal rule. Also
by finding out the surrounding location of the pinched vehicle and give this information to the nearest
police station or policeman. So it can be easily to find out lost vehicle.
The emergency vehicles like police vans and ambulance, fire brigade’s trucks have always
had to reach at the destination. When an emergency response vehicle is imminent the junction, it will
communicate to the traffic controller in the junction to turn ON the green light. This system gives
very efficient way to reduce the cramming on road.

Figure.1 Block diagram of Intelligent Traffic Light Control

4. BRIEF DESCRIPTION OF THE HARDWARE

ARDUINO UNO CONTROLLER

The system consists of two units: the mobile station and the microcontroller unit with the
SIM900-GPRS module, sensors and the light system. Arduino Uno Board is used as the
microcontroller board. The mobile phone is used as a controller to send instructions and as a recipient
to receive the responses and alerts from the microcontroller unit, whereas the Arduino Board is the
unit responsible for controlling the different parts and acts as the brain of the system. The SIM900
GSM/GPRS module is responsible for communication between the microcontroller unit and the
mobile station. It is important to have some idea about the physics and the working principle behind
the sensors and other hardware devices before using2.1 Arduino Platform Arduino is an open source
electronics prototyping platform based on flexible hardware and software. The Arduino is a simple
yet sophisticated device which is based on Atmel’s ATmega microcontrollers. The Arduino software
is supported by Windows, Macintosh OSX and Linux operating systems despite the fact that most
microcontrollers are limited to Windows operating system. The software language is based on AVR
C programming language and can be expanded through C++ libraries. There are various types of
Arduino microcontroller board available in the market including the Arduino kits and Arduino
shields. Arduino Uno Board Arduino Uno is one of the microcontroller boards manufactured by the
Arduino and it is a microcontroller board based on the Atmel’s ATmega328 microcontroller. “Uno”
means one in Italian and the UNO board is the latest in a series of USB (Universal Serial Bus)
Arduino boards which is the reference model for the Arduino platform. The Arduino Uno board has a
16 MHz ceramic resonator, a USB connection, a power jack, an ICSP header, a reset button, 6 analog
inputs and 14 digital input/output pins (of which 6 can be used as PWM outputs). It uses the
Atmega16U2 programmed as a USB-to-serial converter instead of FTDI USB-to-serial driver chip
which was used in all the preceding boards. The board has 32 KB flash memory of which 0.5 KB is
used by boot loader, 2 KB of SRAM, 1 KB of EEPROM and 16 MHz clock speed.

Figure.2 Arduino Uno Board Reprinted from the Arduino Board Uno

Figure.2 shows the Arduino Uno Board manufactured by the Arduino in Italy. It can be
powered via a USB connection or with an external power supply. Pins A0 to A5 are the analog input
pins, pins 0 to 13 are 14 digital input/output pins and the pins with a “~” sign can be used as the
PWM output pins. The digital pins can be used as input or output pins by selecting the mode by using
the function pinmode() and then using the function digitalRead() or digitalWrite() according to the
necessity. Pins 0(RX) and 1(TX) are used for serial communication while pins 10(SS), 11(MOSI),
12(MISO) and 13(SCK) are used for SPI (Serial Peripheral Interface) communication. In addition to
pin 0 and 1, a Software Serial library allows serial communication on any of the Uno’s digital pins.
ATmega328 Microcontroller the microcontroller is a low-power CMOS (Complementary Metal
Oxide Semiconductor) 8-bit microcontroller based on the AVR enhanced RISC (Reduced Instruction
Set Computer) architecture. The powerful execution of instructions in a single clock cycle leads to the
achievement of 1 MIPS per MHz throughputs allowing the designer to optimize power consumption
versus processing speed.

Figure.3 ATmega328 Microcontroller Architecture Reprinted from Datasheet of ATMega328

The internal architecture of the microcontroller is shown in Figure.3 the central processing
unit (CPU) is the brain of the microcontroller which controls the execution of the program. The MCU
(Microcontroller unit) consists of 4K/8K bytes of in-system programmable flash with read-while-
write capabilities, 256/412/1K bytes EEPROM along with the 512/1K/2K bytes of SRAM. Along
with this, the MCU consists of many other features:- 23 general purpose I/O lines and 32 general
purpose working registers- 3 flexible timer/counters with compare modes, internal and external
interrupts and a serial programmable USART - A byte-oriented 2-wire serial interface, an SPI serial
port ,a 6-channel 10-bit ADC (8 channels in TQFP and QFN/MLF packages), a programmable
watchdog timer with an internal oscillator and 5 software-selectable power saving modes. The five,
software selectable, power saving modes are idle mode, Power-down mode, Power-save mode, ADC
Noise Reduction mode and the Standby mode. As mentioned in section 2.1.2, the CPU is the brain of
the microcontroller which controls the execution of the program. Therefore the CPU is able to access
the memories, perform calculations, control peripherals and handle interrupts. The AVR uses the
Harvard architecture – with separate memories and buses for program and data to maximize the
performance as well as the parallelism. The principle of execution of instructions in the program
memory is the single-level pipelining. The concept of pre-fetching the next instruction while
executing one instruction enables the instructions to be executed in every clock cycle and the program
memory is in the System Reprogrammable Flash memory. The fast-access Register File contains 32 x
8 bit general-purpose working registers with a single cycle access time which results in a single-cycle
ALU operation. The arithmetic and logical operations between the registers or between the constant
and a register are supported by the ALU. The status register is updated to reflect information about
the result of the operation after an arithmetic operation. The boot program section and the application
program section are the two main sections of the program flash memory. Stack stores the return
address of the program counter during the interrupts and subroutine calls which is allocated in the
general data SRAM. The size of the stack is limited by the total size and usage of the SRAM. The
data SRAM is accessible through five different addressing modes supported in the AVR architecture
while the stack pointer is read/write accessible in the I/O space. The memory spaces in the AVR
architecture are all linear and regular memory maps.

GPRS/GSM NETWORK
Literally, the GSM stands for Global System for Mobile Communication. The subscription
and the mobile equipment are separated in the GSM, unlike in analog networks where the two are not
separated. The smart card handling and storing a subscriber’s data is the SIM (Subscriber Identity
Module) card whereas the radio equipment is called mobile equipment. Hence, the combination of the
Subscriber Identity Module and the mobile equipment is the mobile station. SMS (Short Messaging
Service) is one of the services integrated in the GSM, which provides a means of sending messages of
a limited size to and from the mobile stations. The handling of the SMS is done by the SMSC (Short
Message Service Center) which has to be supported by the GSM network for the transfer of messages
between the SMSC and the mobile stations. The GPRS (General Packet Radio Service) is a packet-
switched transmission service supplementing the Circuit Switched data and Short Message Service
over the mobile telephone network. The circuit switched network architecture is upgraded to packet
switched network by adding a couple of new infrastructure nodes and making a software upgrade to
the existing network elements. The GPRS is a less costly mobile data service compared to SMS and
Circuit Switched Data and the information is transmitted more quickly, immediately and efficiently
across the mobile network. Several 8 new applications are supported by the GPRS which have not
been previously supported over the GSM networks due to the limitations in speed of Circuit Switched
Data (9.6 kbps) and the length of the SMS (160 characters). The information to be transmitted is split
into separate but related packets and is reassembled at the receiving end in the GPRS. SIM900
GSM/GPRS Module SIM900 is an ultra-compact and reliable wireless SMT (Surface Mount
Technology) type quad-band GSM/GPRS module designed with a powerful single-chip processor
integrating AMR926EJ-S core manufactured by SIMCom Wireless Solutions Ltd. It delivers
GSM/GPRS 850/900/1800/1900 MHz performance for voice, SMS and data. It is a low-power
consumption module with current consumption as low as 1.0 mA in sleep mode.
It is optimized for voice and other forms of data transfer including text and images. The
module is 24 mm x 24 mm x 3 mm and is designed to meet any requirements for M2M applications.
It has a GPRS multi-slot class 10/8 and a B-type GPRS mobile station class. It is compliant with
GSM phase 2/2+, Class 4 (2W@850/900 MHz) and Class 1 (1W@1800/1900 MHz). AT commands
are used to interface and control the GSM/GPRS module. AT is the abbreviation of attention and AT
commands are instructions used to control and interface the modem. Despite the fact that every
command line starts with “AT”, it is not a part of the command name but is just the prefix informing
the modem about the start of a command line. For example, D is the actual command name in ATD
(Dial) and +CMGR is the actual command name in AT+CMGR (Read SMS Messages). Basically,
there are two types of AT commands and they are basic commands and extended commands. The AT
commands starting with “+” are extended commands and almost all of the GSM AT commands are
extended commands. For example, +CMGR (Read SMS Messages), +CMGL (List SMS Messages)
and +CMGS (Send SMS Messages) are extended commands. Similarly, the AT commands that do
not start with the “+” are basic commands. For example, H (Hook Control), A (Answer), D (Dial) and
O (Return to online data state) are basic commands. The AT commands have a specific syntax and
the syntax rules are described below: 1. the commands must start with “AT” and end with a carriage
return. 9 2. The first command name should be prefixed with “AT” in a command line containing
more than one AT command and the command names should be separated with semicolons. For
example, the name of the manufacturer and the model number can be found by using the single
command line, AT + CGMI; +CGMM 3. The string is enclosed between double quotes. For example,
the string “ALL” needs to be assigned as in the example shown below to read all the SMS messages
from a message storage in the SMS text mode. Example: AT + CMGL = “ALL” 4. The information
responses and the result codes (including both final result codes and unsolicited codes) always start
and end with a carriage return character and a linefeed character.

SENSOR
The device which provides a usable output (electrical quantity) in response to a measurand
(physical quantity, property or condition which is measured) is sensor according to the Instrument
Society of America. There are different definitions and different views about the sensors and they
have been adopted by scientists and engineers. Another common definition of sensor is “an element
that senses a variation in input energy to produce a variation in another or same form of energy”.
Generally, the sensing principles are physical or chemical in nature and they can be grouped
according to the form of energy in which signals are received and generated. There are six types of
signals on the basis of the energy generated or received and they are mechanical, thermal, electrical,
magnetic, radiant and chemical. Sensors can be classified according to the sensing principles but the
classification of sensors is a vast field and they cannot be classified under one criterion. There are
different classifications of sensors according to different criteria. For example, sensors can be
classified according to the material and technology, application, transduction principles or property.
The sensor itself may be a passive or an active device. A passive sensor is designed to receive and
measure the signal whereas an active sensor is a device used for measuring signals transmitted by the
sensors that were reflected, refracted or scattered. The only difference between the active and passive
sensor is about transmitting the signal by the device. Independent of the active or passive nature of a
sensor, there are 10 several properties associated with a sensor that are critical to the sensor
performance. Some of the more important properties are shown below:- response time and recovery
time - reproducibility - aging - stability (short term, long term), sensitivity and resolution - dynamic
range - selectivity - size, weight and cost. The response time of a sensor is the time taken by the
sensor to reach 90% of its steady state value after the introduction of the measurand, whereas the
recovery time is the time taken by a sensor to be within 10% of the value it had before the exposure to
the measurand. The sensor with less response time and recovery time is considered to be a good
sensor. The ability of the sensor to produce the same characteristic upon the repeated exposure to a
particular measurand is referred to as reproducibility. The sensor with excellent reproducibility will
have the same recovery time, response time as well as the same response for a particular measurand.
However, there is some degradation on the sensor signature after a long use of the sensor and it is
natural. The time taken by a sensor for the degradation is commonly known as aging. Sensitivity and
resolution are the critical properties of a sensor for the application with the precise measurement
system or for the application sensing the potentially dangerous measurand. The smallest change in the
measurand that a sensor can detect is the resolution of the sensor and the change in the output per unit
change in the measurand is the sensitivity of the sensor. The importance of properties of a sensor
depends on the application where the sensor has to be used. For example: In the detection of highly
toxic gas, sensitivity is the important property, in online control system where the measurand is
exposed repeatedly, reproducibility and aging are the important properties whereas in application
relating to the implantation of biosensor in the animals, weight and size becomes the important
properties.

LED BULB
Now a days as energy saving has become a great concern energy-efficient lighting has
progressed quickly over the past decade for the purpose, as the more efficient LED light bulbs replace
compact fluorescent lamps and incandescent light bulbs. Today, LED bulb technology has advanced
to offer light bulbs for most fixtures and applications, in cool and warm light, and in dimmable and
non-dimmable options. LEDs contain no mercury, and are very durable. And while the initial cost of
LEDs seems high in comparison to other bulbs, they are actually less expensive to use for the overall
life of the bulb than compact fluorescent lamps or incandescent light bulbs. For these reasons, Earth
easy only sells LED bulbs, as we believe this is the best value in lighting today. Many different
models and styles of LED bulbs are emerging in today's marketplace. Diffused LED bulbs Diffused
LED bulbs are the clusters of LEDS which are covered by dimpled shaped lens that helps spreading
light out over a wider area. Recently the use of diffused LED bulbs is increasing for their immense
efficiency. Available in standard Edison bases, these bulbs have many uses, such as area lighting for
rooms, porches, reading lamps, accent lamps, hallways and low-light applications where lights
remain on for extended periods. Flame Tip, Candelabra Base LEDs Another form of popular LED
bulbs are flame tip, candelabra base LED bulbs. These bulbs are designed to replace incandescent
candelabra bulbs. These bulbs are considerably more efficient as these flame tip LEDs deliver the
equivalent light of 25 to 35 watt incandescent drawing only 3.5 watt of electricity and because of the
heat sink in the base, light doesn’t scatter downwards as much as a typical lights. LED Tube Lights
Led tube lights are designed to take over the place of typical fluorescent tube lights. These LED tubes
are available in 8 and 16 watts. Because fluorescent lights are often installed in high ceilings in
commercial sites, there are additional savings because the frequency of changing bulbs is greatly
reduced. Advantages of LED bubs LED bulbs last up to 10 times as long as compact fluorescents, and
far longer than typical incandescent light bulbs. Since LEDs do not have a filament, they are not
damaged under circumstances when a regular incandescent bulb would be broken. These bulbs do not
cause heat build-up; LEDs produce 3.4 btu's/hour. Common incandescent bulbs get hot and contribute
to heat build-up in a room. LEDs prevent this heat build-up, thereby helping to reduce air
conditioning costs in the home. No mercury is used in the manufacturing of LEDs. LED light bulbs
use only 2-17 watts of electricity (1/3rd to 1/30th of Incandescent or CFL). LED bulbs used in
fixtures inside the home save electricity, remain cool and save money on replacement costs since
LED bulbs last so long. Small LED flashlight bulbs will extend battery life 10 to 15 times longer than
with incandescent bulbs.

POWER SUPPLY
There are many types of power supply. Most are designed to convert the Voltage AC Mains
electricity to a suitable low voltage supply for electronic Circuits and other Devices. A power supply
can by broken down into a series of blocks, each of which performs a particular function. Here the
AC supply main is given to the step down transformer. The transformer having the different voltages.
Figure.4 shows the block diagram of regulated power supply.

Figure.4 Block diagram of regulated power supply

The output from the transformer is given to the rectifier circuit. In this rectifier circuit the AC
voltage is converted to DC voltages. The rectified DC voltage is given to the regulator circuit. The
output of the regulator is depends upon the regulator IC chosen in the circuit.

BRIDGE RECTIFIER
A bridge rectifier can be made using four individual diodes, but it is also available in special
packages containing the four diodes required. It is called a full-wave rectifier.

Figure.5 Bridge rectifier

Figure 5 shows the unsmoothed DC, smoothed DC by the filter capacitors. Smoothing is performed
by a large value electrolytic capacitor connected across the DC Supply to act as a reservoir, supplying
current to the output when the varying DC Voltage from the rectifier is falling. The capacitor charges
quickly near the Peak of the varying DC, and then discharges as it supplies current to the output. Note
that smoothing significantly increases the average DC voltage to almost the peak Value (1.4-× RMS
value). For example, 6V RMS AC is rectified to full wave DC of about 4.6V RMS (1.4V is lost in the
bridge rectifier), with smoothing this increases to almost The peak value giving 1.4 × 4.6 = 6.4V
smooth DC. Smoothing is not perfect due to the capacitor voltage falling a little as it discharges,
giving a small ripple voltage. For many circuits a ripple which is 10% of the supply Voltage is
satisfactory and the equation below gives the required value for the Smoothing capacitor. A larger
capacitor will give less ripple. The capacitor value must be doubled when smoothing half-wave DC.

REGULATOR
Voltage regulators ICs are available with fixed (typically 5, 12 and 15V) or variable Output
voltages. Figure.6 shows the Regulator and Regulator IC. They are also rated by the maximum
current they can pass. Negative Voltage regulators are available, mainly for use in dual supplies.
Most regulators include some automatic protection from excessive current ('overload protection') and
Overheating ('thermal protection').

Figure.6 Regulator and Regulator IC

Many of the fixed voltage regulator ICs has 3 leads and look like power transistors, Such as
the 7805 +5V 1A regulator shown on the right. They include a hole for attaching a heat sink if
necessary.
 Figure.7. Rectifier circuit diagram and wave form

Figure 7 shows the rectifier circuit diagram and the regulated output voltage. The regulated DC
output is very smooth with no ripple. It is suitable for all electronic circuits. In generally there are two
types of regulators are used. Namely the positive and negative type regulators. For positive type
regulators 78** series of regulators are used. For negative type regulators 79** series of regulators
are used. Depends upon the voltage and type of the voltage the regulator IC is selected.

GSM MODEM

GSM (Global System for Mobile Communications, originally Group Special Mobile) is a standard
developed by the European Telecommunications Standards Institute (ETSI) to describe the protocols
for second-generation (2G) digital cellular networks used by mobile phones, first deployed in Finland
in July 1992. As of 2014 it has become the de facto global standard for mobile communications –
with over 90% market share, operating in over 219 countries and territories.

2G networks developed as a replacement for first generation (1G) analog cellular networks,
and the GSM standard originally described as a digital, circuit-switched network optimized for full
duplex voice telephony. This expanded over time to include data communications, first by circuit-
switched transport, then by packet data transport via GPRS (General Packet Radio Services)
and EDGE (Enhanced Data rates for GSM Evolution or EGPRS). Subsequently, the 3GPP developed
third-generation (3G) UMTS standards followed by fourth-generation (4G) LTE Advanced standards,
which do not form part of the ETSI GSM standard.

"GSM" is a trademark owned by the GSM Association. It may also refer to the (initially) most
common voice codec used, Full Rate. GSM networks operate in a number of different carrier
frequency ranges (separated into GSM frequency ranges for 2G and UMTS frequency bands for 3G),
with most 2G GSM networks operating in the 900 MHz or 1800 MHz bands. Where these bands were
already allocated, the 850 MHz and 1900 MHz bands were used instead (for example in Canada and
the United States). In rare cases the 400 and 450 MHz frequency bands are assigned in some
countries because they were previously used for first-generation systems.

For comparison, most 3G networks in Europe operate in the 2100 MHz frequency band. For more
information on worldwide GSM frequency usage, see GSM frequency bands.

Regardless of the frequency selected by an operator, it is divided into timeslots for individual phones.
This allows eight full-rate or sixteen half-rate speech channels per radio frequency. These eight radio
timeslots (or burst periods) are grouped into a TDMA frame. Half-rate channels use alternate frames
in the same timeslot. The channel data rate for all 8 channels is 270.833 kbit/s, and the frame duration
is 4.615 ms.

The transmission power in the handset is limited to a maximum of 2 watts in GSM 850/900 and 1
watt in GSM 1800/1900. GSM has used a variety of voice codecs to squeeze 3.1 kHz audio into
between 6.5 and 13 kbit/s. Originally, two codecs, named after the types of data channel they were
allocated, were used, called Half Rate (6.5 kbit/s) and Full Rate (13 kbit/s). These used a system
based on linear predictive coding (LPC). In addition to being efficient with bitrates, these codecs also
made it easier to identify more important parts of the audio, allowing the air interface layer to
prioritize and better protect these parts of the signal. As GSM was further enhanced in 1997 with
the Enhanced Full Rate (EFR) codec, a 12.2 kbit/s codec that uses a full-rate channel. Finally, with
the development of UMTS, EFR was refactored into a variable-rate codec called AMR-Narrowband,
which is high quality and robust against interference when used on full-rate channels, or less robust
but still relatively high quality when used in good radio conditions on half-rate channel.

A GSM modem is a wireless modem that works with a GSM wireless network. A wireless
modem is like a dial-up modem. The basic difference between them is the dial-up modem sends and
receives data through a fixed telephone line while the wireless modem sends and receives data
through waves. Like a GSM mobile phone, a GSM modem also requires a SIM card from a wireless
carrier to operate. SIM 300 is a Fixed Cellular Terminal (FCT) used for data applications. It is a
compact and portable terminal which satisfies various data communication over GSM. It also can be
connected to a computer with a standard RS232C serial port. SIM 300 offers features like Short
Message Services (SMS), Data Services (sending and receiving data files), Fax Services and data file
connectivity through wire is not available or not possible. The SIM 300 is very easy to set up. It also
finds its applications in IT companies, Banks, Financial Institutions, Service Providers, Far away
Project Sites, and other business establishments. Product concept: SIM300 designed for global market
is a Tri-band GSM/GPRS engine which works on the frequencies 900MHz EGSM, 1800MHz DCS
and 1900MHz PCS. SIM300 features GPRS multi slot class10/ class8 and supports the GPRS coding
schemes CS-i, CS-ii, CS-iii and CSSIM card interface: We can use AT Command for getting
information in SIM card. The SIM interface supports the operation of the GSM Phase 1 specification
and also supports the operation of the new GSM Phase 2 and specification for FAST 64kbps SIM
(intended to use having a SIM application Tool-kit). Both the 1.8V and 3.0V SIM Cards are
supported. The SIM interface get its power from an internal regulator in the module having nominal
voltage 2.8V. All the pins are reset as outputs driving low. Operation: AT commands are used by the
computers to control modems. Both the GSM modems and dial-up modems support a fixed set of
standard AT commands. GSM modem can be used like a dial-up modem. Apart from the standard AT
commands, GSM modems also support an extended set of AT commands. These extended set of AT
commands are defined in the GSM standards. With the extended AT commands, several things are
done:

• To read, write and delete SMS messages.

• To send SMS messages.
• To monitor the signal strength.
• To monitor the charging status and charge level of the battery.
• Reading, writing and searching phone book entries. The number of SMS messages processed
by a GSM modem per minute is very low -- only six to ten SMS messages per minute. Network status
indication LED lamp State SIM300 function Off- SIM300 is not running 64ms On/ 0.8 sec Off-
SIM300 does not find the network 64ms On/ 3Sec off- SIM300 find the network 64 ms on / 0.3sec
Off- GPRS communication

INSTRUCTION OF GSM MODEM

AT commands: AT commands are the instructions used for controlling a modem. AT stands
for Attention. Each and every command line starts with "AT" or "at". Because of this modem
commands are called AT commands. Many of the commands are also used for controlling wired dial-
up modems. These are supported by GSM/GPRS modems and mobile phones. Apart from this
common AT command set, GSM/GPRS modems and mobile phones also support an AT command
sets which are specific to the GSM technology, which also includes SMS-related commands. Basic
Commands and Extended Commands: There are two types of AT commands: They are basic
commands and extended commands. Basic commands are AT commands that do not start with "+".
For example, D (Dial), A (Answer), H (Hook control) and O (Return to online data state) are basic
commands. Extended commands are AT commands that start with "+". All GSM AT commands are
extended commands. For example, +CMGS (Send SMS message), +CMSS (Send SMS message from
storage), +CMGL (List SMS messages) and +CMGR (Read SMS messages) are extended commands.

SERIAL COMMUNICATION
In our model serial communication from modem to microcontroller are done by connecting
Txd and Rxd pins to modem Rxd and Txd pin respectively. And the third pin of modem is grounded.
In our hardware architecture we have interface modem to microcontroller directly without the use of
Max232 or RS232 and having proper results with proper communication. Max232 or RS232 both are
used as logic converter. They both can work in CMOS logic level or TTL logic level. If
microcontroller works in TTL level and GSM Modem works in CMOS level then logic converter like
RS232 is interfaced to bring same logic level. But in our model both Microcontroller and GSM
Modem works in TTL logic level so here we have not used Max232 0r RS232.Direct connections
between modem and microcontroller is done. One of the key features of GSM is the Subscriber
Identity Module, commonly known as a SIM card. The SIM is a detachable smart card containing the
user's subscription information and phone book. This allows the user to retain his or her information
after switching handsets. Alternatively, the user can also change operators while retaining the handset
simply by changing the SIM. Some operators will block this by allowing the phone to use only a
single SIM, or only a SIM issued by them; this practice is known as SIM locking.

MAX232

The MAX232 is an integrated circuit first created in 1987 by Maxim Integrated Products that
converts signals from a TIA-232 (RS-232) serial port to signals suitable for use in TTL-compatible
digital logic circuits. The MAX232 is a dual transmitter / dual receiver that typically is used to
convert the RX, TX, CTS and RTS signals. The drivers provide TIA-232 voltage level outputs (about
±7.5 volts) from a single 5-volt supply by on-chip charge pumps and external capacitors. This makes
it useful for implementing TIA-232 in devices that otherwise do not need any other voltages. The
receivers reduce TIA-232 inputs, which may be as high as ±25 volts, to standard 5 volt TTL levels.
These receivers have a typical threshold of 1.3 volts and a typical hysteresis of 0.5 volts. The
MAX232 replaced an older pair of chips MC1488 and MC1489 that performed similar RS-232
translation. The MC1488 quad transmitter chip required 12 volt and -12 volt power [1] and MC1489
quad receiver chip required 5 volt power. The main disadvantages of this older solution was the +/-
12 volt power requirement, only supported 5 volt digital logic, and two chips instead of one. Max232
is designed by Maxim Integrated Products. This IC is widely used in RS232 Communication systems
in which the conversion of voltage level is required to make TTL devices to be compatible with PC
serial port and vice versa. This chip contains charge pumps which pumps the voltage to the Desired
Level. It can be powered by a single +5 volt power supply and its output can reach +_7.5
volts.MAX232 comes in 16 Pin Dip and many other packages and it contains Dual Drivers. It can be
used as a hardware layer convertor for 2 systems to communicate simultaneously.Max232 is one of
the versatile IC to use in most of the signal voltage level conversion problems. Mostly MAX232 used
in 16-pin DIP package. It consist of 3 major blocks .It can only be powered by 5 volts to make it
power supply compatible with most of the embedded systems. First block is the voltage doubler in
this IC switched capacitor techniques is used to make the voltage double .Once the voltage is doubled
second block will converts that voltage to +10 and -10. The third block consists of 2 transmitters And
2 receivers which actually convert the voltage levels.

Figure.8. MAX 232

Primarily MAX232 as shown in Figure.8 is used in Serial communication. Problem arises

when we have to communicate between TTL logic and CMOS logic based systems. RS232 is
internationally defined standard named as EIA/TIA-232 E and in this standard logic 0 is the voltage
between +3 to +15 and logic 1 is defined as the voltage between -3 to -15.In TTL logic 0 is defined is
by 0 volt and 1 is defined by 5 volt so in this scenario this is a very handy IC to be incorporated.

Max232 requires minimum 4 external capacitor. Their Value can range from 1uf to 10uf
and16 volts or more rating. There are many different versions of this versatile IC available each of
them Require different capacitor value for proper working application and uses of MAX232:
Other Applications & Uses
 Battery Powered RS 232 Systems

 Interface Translation

 Low Power Modems

 RS 232 Networks (Multi-drop)

  Portable Computing.

5. CAPABILITIES AND LIMITATIONS

EVOLUTION OF TRAFFIC FLOW SENSOR TECHNOLOGY
In the 1920s, when manually operated traffic signals were being replaced by automatic, pre-timed
traffic signal control devices, engineers soon realized they needed a method to collect the traffic data
previously obtained visually by the police officer on duty. Among those concerned was Charles
Adler, Jr., of Baltimore, MD, a railway signal engineer. He developed a sensor that was activated
when a driver sounded his car horn at an instrumented location. This device consisted of a
microphone mounted in a small box on a nearby utility pole. First installed in 1928 at a Baltimore
intersection, Adler’s device enabled the first semi-actuated signal installation to assign right-of-way
by means of a vehicle sensor. At nearly the same time, Henry A. Haugh, an electrical engineer,
developed an in-roadway pressure-sensitive sensor, utilizing two metal plates that acted as electrical
contacts. The wheel pressure of passing vehicles brought the plates together. This pressure-sensitive,
treadle type sensor proved more popular than the horn-activated sensor. In fact, this sensor enjoyed
widespread use for over 30 years as the primary means of detecting vehicles at actuated signals. Adler
continued his work with sound detectors and in l931 introduced another sound detector, which
employed hollow steel boxes embedded in the intersection approach. These boxes picked up the
sound of passing wheels, which was transmitted to microphones. Mechanical problems with the
contact-plate sensor led to the introduction of the electro-pneumatic sensor. Although this device
found some application, it was costly to install, capable of only passage (motion) detection, and its
(axle) counting accuracy was limited by the generation of air pressure waves and capsule contact
bounce. In retrospect, it seems unfortunate that the treadle detector, which utilized the most obvious
and most easily detected property of vehicles—their weight—could not be economically produced.
Snow plows could lift the plate from the roadway, resulting in costly repairs. There was also the
expense of reinstalling the detector after roadway resurfacing. Figure.9 shows the schematic view of
Traffic detectors.

These problems led to the search for traffic flow sensors based on more subtle properties such as,
  Sound (acoustic sensors)
 Opacity (optical and infrared sensors and video image processors).
 Geomagnetism (magnetic sensors, magnetometers).
 Reflection of transmitted energy (infrared laser radar, ultrasonic sensors, and microwave radar
sensors)
 Electromagnetic induction (inductive-loop detectors) Vibration (turboelectric, seismic, and
inertia-switch sensors)
Not all of these concepts have been commercially exploited. Today, the inductive-loop detector is, by
far, the most widely used sensor in modern traffic control systems. Magnetometers, magnetic sensors,
video image processors, microwave and laser radar sensors, ultrasonic, acoustic, and passive infrared
sensors are also produced commercially and used for various traffic management applications. The
optical sensor has found use for detecting priority and over height vehicles.

Figure.9 Traffic detectors

NEED FOR SENSOR ALTERNATIVES

While single inductive-loop detectors give direct information concerning vehicle passage and
presence, other traffic flow parameters such as density and speed must be inferred from algorithms
that interpret or analyze the measured data. When these parameters are calculated from inductive loop
data, the values may not have sufficient accuracy for some applications (such as rapid freeway
incident detection) or the available information may be inadequate to support the application (such as
calculation of link travel time). Furthermore, the operation of inductive-loop detectors is degraded by
pavement deterioration, improper installation, and weather-related effects. Street and utility repair
may also impair loop integrity. Thus, a good loop installation, acceptance testing, repair, and
maintenance program is required to maintain the operational status of an inductive-loop-based vehicle
detection system. Evaluations of modern over-roadway sensors show that they provide an alternative
to inductive-loop detectors. The traffic flow parameters measured with over-roadway sensors satisfy
the accuracy requirements of many current freeway and surface street applications, provided suitable
mounting is available. The mounting location must provide an unobstructed view of vehicles for
optimum performance. In general, when sensors are installed over the lane of traffic they are intended
to monitor, their view and hence their data collection ability is not occluded by other vehicles that are
present within the viewing area of the sensor. Over-roadway sensors that are mounted on the side of a
roadway and view multiple lanes of traffic at angles perpendicular to or at an oblique angle to the
flow direction may experience two types of data anomalies. The first occurs when tall vehicles block
the sensor’s view of distant lanes. The occlusion may potentially cause an undercount or false average
speed measurement. The second anomaly occurs when tall vehicles project their image into adjacent
lanes. When a sensor is sensitive to this effect, it will over count and again may report a misleading
average speed. Thus, sensor type, mounting height and location, vehicle mix, road configuration, and
sensor viewing angles must be analyzed with respect to the intended application. Some over-roadway
sensors may be more susceptible to these anomalies than others. An emerging potential source of
traffic flow data is from cellular telephone companies who monitor the transmitting status of
telephones that are engaged in conversations in support of the wireless enhanced all automatic
location identification (ALI) directive of the Federal Communications Commission (FCC). Another
unconventional source of traffic monitoring data is from non-stationary and airborne platforms. The
spatial coverage provided from air- and satellite-based sensors can potentially support the
development of new metrics that better represent highway utilization and congestion. There is a wide
range of sensor technologies available for vehicle detectors. Some of the most common and some
developing technologies are described in this section.

SENSORS
Inductive loop flexible design to satisfy large variety of applications Mature, well understood
technology Large experience base Provides basic traffic parameters (e.g., volume, presence,
occupancy, speed, headway, and gap) Insensitive to inclement weather such as rain, fog, and snow
Provides best accuracy for count data as compared with other commonly used techniques Common
standard for obtaining accurate occupancy measurements High frequency excitation models provide
classification data.
Installation requires pavement cut. Improper installation decreases pavement life. Installation and
maintenance require lane closure. Wire loops subject to stresses of traffic and temperature. Multiple
loops usually required to monitor a location. Detection accuracy may decrease when design requires
detection of a large variety of vehicle classes. Magnetometer (two-axis fluxgate magnetometer) less
susceptible than loops to stresses of traffic. Insensitive to inclement weather such as snow, rain, and
fog. Some models transmit data over wireless radio frequency (RF) link. Installation requires
pavement cut improper installation decreases pavement life
 Installation and maintenance require lane closure.
 Models with small detection zones require multiple units for full lane detection.
Magnetic (induction or search coil magnetometer)
 Can be used where loops are not feasible (e.g., bridge decks).
 Some models are installed under roadway without need for pavement cuts. However,
boring under roadway is required.
 Insensitive to inclement weather such as snow, rain, and fog.
 Less susceptible than loops to stresses of traffic.
 Installation requires pavement cut or boring under roadway.
 Cannot detect stopped vehicles unless special sensor layouts and signal processing
software are used.

Microwave radar
 Typically insensitive to inclement weather at the relatively short ranges encountered in
traffic management applications.
 Direct measurement of speed.
Laser radar
 Transmits multiple beams for accurate measurement of vehicle position, speed, and
class.
 Multiple lane operation available.
 Operation may be affected by fog when visibility is less than ≈20 feet (ft.) (6 m) or
blowing snow is present.
 Installation and maintenance, including periodic lens cleaning, require lane closure.
Passive infrared
 Multi-zone passive sensors measure speed.
 Passive sensor may have reduced vehicle sensitivity in heavy rain, snow and dense
fog.
 Some models not recommended for presence detection.
Ultrasonic
 Multiple lane operation available.
 Capable of over-height vehicle detection.
 Large Japanese experience base.
  Environmental conditions such as temperature change and extreme air turbulence can
affect performance. Temperature compensation is built into some models.
 Large pulse repetition periods may degrade occupancy measurement on freeways with
vehicles traveling at moderate to high speeds.
Acoustic
 Passive detection
 Insensitive to precipitation
 Multiple lane operation available in some models
 Cold temperatures may affect vehicle count accuracy.
 Specific models are not recommended with slow-moving vehicles in stop-and-go
traffic.
Video image processor
 Monitors multiple lanes and multiple detection zones/lane
 Easy to add and modify detection zones
 Rich array of data available
 Provides wide-area detection when information gathered at one camera location can
be linked to another
 Installation and maintenance, including periodic lens cleaning, require lane closure
when camera is mounted over roadway (lane closure may not be required when
camera is mounted at side of roadway)
 Performance affected by inclement weather such as fog, rain, and snow; vehicle
shadows; vehicle projection into adjacent lanes; occlusion; day-to-night transition;
vehicle/road contrast; and water, salt grime, icicles, and cobwebs on camera lens
 Reliable nighttime signal actuation requires street lighting
 Requires 30- to 50-ft (9- to 15-m) camera mounting height (in a side-mounting
configuration) for optimum presence detection and speed measurement
 Some models susceptible to camera motion caused by strong winds or vibration of
camera mounting structure
 Generally cost effective when many detection zones within the camera field of view or
specialized data are required.

MODERN VEHICLE SENSORS

The following discussion provides a broad overview of the operation of in roadway and over-
roadway traffic flow sensors most used today. These sensors include inductive-loop detectors,
magnetometers, video image processors, microwave radar sensors, laser radar sensors, passive
infrared sensors, ultrasonic sensors, and passive acoustic sensors. Typical applications include traffic
signal control, freeway ramp metering, freeway mainline control, incident detection, and gathering of
vehicle volume and classification data to meet State and Federal reporting requirements. These
devices are either installed in, below, or above the roadway.

VIDEO IMAGE PROCESSOR

Video cameras were introduced to traffic management for roadway surveillance based on their ability
to transmit closed-circuit television imagery to a human operator for interpretation. Present-day
traffic mangers utilize video image processing to automatically analyze the scene of interest and
extract information for traffic surveillance and management. A video image processor (VIP) system
typically consists of one or more cameras, a microprocessor-based computer for digitizing and
analyzing the imagery, and software for interpreting the images and converting them into traffic flow
data. A VIP can replace several in-ground inductive loops, provide detection of vehicles across
several lanes, and perhaps lower maintenance costs. Some VIP systems process data from more than
one camera and further expand the area over which data are collected.

SENSOR DETAILS
 Magnetometer
Basic Principles of Operation
Magnetometers are passive sensors that detect perturbations in the Earth’s magnetic field caused by
the metallic components of vehicles. There are two major types of magnetometers: induction
magnetometers and dual-axis magnetometers. Induction magnetometers sometimes referred to simply
as magnetic detectors, measure changes in the magnetic flux lines when metal components in a
vehicle, especially the engine, travel past the detection zone. Other components of a vehicle, such as
the alternator, also create changes in the magnetic field. The magnetic flux change can be observed by
measuring the corresponding changes in the electric current induced in the sensor. These current
fluctuations give an imprint of the vehicle’s presence, but cannot detect stopped vehicles. Dual-axis
fluxgate magnetometers detect changes in the horizontal and vertical components of the Earth’s
magnetic field caused by the passage or presence of a vehicle. This type of sensor can detect both
moving and stationary vehicles.
Stated Capabilities
Magnetic sensors can detect volume, classification, headway, presence and speed with algorithms or
two sensors in a speed trap configuration.
Limitations
Unless installed during new construction, sensors that mount beneath the pavement require
directional conduit boring for sensor installation. Some induction magnetometers cannot detect
stopped vehicles.
 Radar
Basic Principles of Operation
Radar sensors use a continuous, frequency-modulated or phase-modulated signal to determine the
time delay of the return signal, thereby calculating the distance to the detected vehicle. Radar sensors
have the additional ability to sense the presence of stationary vehicles and to sense multiple zones
through their range finding ability.
Stated Capabilities
Radar sensors can detect volume, presence, classification, speed and headway.

Limitations
Radar sensors can experience dead detection zones and “ghost” vehicles when installed in areas with
barriers, fencing, or other obstructions.
 Video

Basic Principles of Operation

Video-based detectors use a microprocessor to analyze the video image input. Different approaches
are used by video detection sensors. Some analyze the video image of a target area on the pavement.
The change in the image of the target area as a vehicle passes through the target area is processed.
Another approach identifies when a target vehicle enters the video field of view and tracks the target
vehicle through this field of view. Still other video sensors use a combination of these two
approaches.

Stated Capabilities
Videos sensors can be used to collect volume, speed, presence, occupancy, density, queue length,
dwell time, headway, turning movements, acceleration, lane changes and classification.
Limitations
Environmental conditions that affect the video image quality can reduce system performance. Such
conditions include fog, rain, dust or snow in the air; frost, condensation or dirt on the camera lens;
and adverse lighting conditions, such as headlight glare on wet pavement, low-angle sunlight, poor
vehicle-road contrast, and headlight reflection on curved roadways. Proper setup and calibration is
critical to gathering accurate data and achieving satisfactory performance in poor lighting conditions.
 Video Image Processors
A video image processor (VIP) is a combination of hardware and software which extracts desired
information from data provided by an imaging sensor. This imaging sensor can be a conventional TV
camera or an infrared camera. A VIP can detect speed, occupancy, count, and presence. Because the
VIP produces an image of several lanes, there is potential for a VIP to provide a wealth of traffic
information such as vehicle classification and incident detection. A VIP generally operates in the
following manner: the operator selects several vehicle detection zones within the field of view (FOV)
of the camera. Image processing algorithms are then applied in real time to these zones in order to
extract the desired information, such as vehicle speed or occupancy. Advantages of VIPs are that they
are mounted above the road instead of in the road, the placement of vehicle detection zones can be
made by the operator, the shape of the detection zones can be programmed for specific applications,
and the system can be used to track vehicles. Disadvantages are the need to overcome detection
artifacts caused by shadows, weather, and reflections from the roadway surface. The disadvantages
can be overcome through design and installation of the hardware and design of the software
algorithms
 Infrared Detectors
There are two types of infrared (IR) detectors, active and passive. Active infrared sensors operate by
transmitting energy from either a light emitting diode (LED) or a laser diode. An LED is used for a
non-imaging active IR detector, and a laser diode is used for an imaging active IR detector. In both
types of detectors the LED or laser diode illuminates the target, and the reflected energy is focused
onto a detector consisting of a pixel or an array of pixels. The measured data is then processed using
various signal-processing algorithms to extract the desired information. Active IR detectors provide
count, presence, speed, and occupancy data in both night and day operation. The laser diode type can
also be used for vehicle classification because it provides vehicle profile and shape data.
 Ultrasonic detectors
Ultrasonic detectors have not yet become widely used in the most developed countries, but are
already widely used in Japan. Japan uses ultrasonic detectors in traffic applications as much as the U.
S. uses inductive loop detectors in traffic applications. There are two types of ultrasonic sensors
available, presence-only and speed measuring. Both types operate by transmitting ultrasonic energy
and measuring the energy reflected by the target. These measurements are processed to obtain
measurements of vehicle presence, speed, and occupancy. The advantages of ultrasonic are that they
provide all-weather operation, do not need to be approved by the FCC, and provide fixed or portable
mounting fixtures above the road. Their disadvantages include their need to be mounted in a down-
looking configuration as perpendicular as possible to the target (as opposed to side mounting), a
difficulty in identifying lane-straddling vehicles and vehicles traveling side by side, and susceptibility
to high wind speeds. Some of these disadvantages may be compensated for through more
sophisticated data processing techniques.
 Microwave/Millimeter wave radar
Microwave detectors have been used extensively in Europe, but not in the United States. They
operate by measuring the energy reflected from target vehicles within the field of view. By processing
the information received in the reflected energy, the detectors measure speed, occupancy, and
presence. Some of the advantages of microwave detectors are that they are a mature technology
because of past military applications, they detect velocity directly, and a single detector can cover
multiple lanes if it is placed properly and appropriate signal processing techniques are used. In
addition, FCC approval is not required if it operates in the X-band or Ku-band, and the output powers
are within specified limits. Some of the disadvantages are unwanted vehicle detection based on
reception of side lobe radiation, and false detection due to multipath. Most of these disadvantages can
be overcome, in whole or in part, through proper placement of the detectors, signal processing
algorithms, and antenna design.
 Passive Acoustic Detector Arrays
Another type of vehicle detector is the passive acoustic array. An array of microphones may be used
to determine the passage of a vehicle. The signals from the microphones in the array are processed to
obtain information about vehicle passage. The design of the array determines its directionality and
field of detection. These types of detectors have not yet been thoroughly investigated, at least in terms
of traffic related applications. Video-conferencing companies have been developing sophisticated
microphone arrays for their systems, and it is possible that some of the techniques and the designs
could be adapted to traffic applications.

SENSOR INSTALLATION
 Piezoelectric detectors
Piezoelectric detectors are very accurate vehicle detectors, but they do not detect presence of a
stationary vehicle, unless it has stopped with its wheels on the detector. The piezoelectric sensor
consists of a long strip of piezoelectric material enclosed in a protective casing. It can be embedded
flush with the pavement, and when a car passes over it compressing the piezoelectric material, a
voltage is produced. This sets off the controller. The piezoelectric detector has the advantage of
indicating exactly when and where a vehicle passed by because it is a line detector perpendicular to
the path of the vehicle. A series of two of them may be used to measure vehicle speed. A
disadvantage is that for a permanent installation, they must be embedded in the pavement. Every time
the roadway is repaved, or if a pothole appears, the sensor would need to be replaced. These types of
sensors are currently being tested on the Beltway in Virginia. AMP is a manufacturer of piezoelectric
traffic detectors.
 Photoelectric detectors
Photoelectric devices commonly consist of two components, the light source and the detector. These
may both be in the same place, or placed across from each other. When placed across from each
other, the detector is activated whenever something obstructs the illumination from the light source.
When placed in the together, the detector is activated when light from the light source is reflected
from a target and back onto the detector. There is not enough information on these detectors as
applied to vehicle detection. They do not appear to be a competitive technology in the field of vehicle
detectors at this time.
 Spread-spectrum wideband radar
New wideband spread-spectrum radar has recently been developed at Lawrence Livermore
Laboratory. It is a significant development because it is very inexpensive and it has extremely
accurate range discrimination. It can also penetrate many types of materials, including concrete. It has
a range of about 20 feet, so it may be useful as an inexpensive, single-lane vehicle detector. It is
predicted that the sensor, when made in production quantities, would cost much less than $10 per
sensor.
 Inductive loop detectors
Loop detectors are the most widely used technology for vehicle detection in the United States. A loop
detector consists of one or more loops of wire embedded in the pavement and connected to a control
box. The loop may be excited by a signal ranging in frequency from 10 kHz to 200 kHz. This loop
forms an inductive element in combination with the control box. When a vehicle passes over or rests
on the loop, the inductance of the loop is reduced. This causes a detection to be signaled in the control
box. The advantages of inductive loop detectors are that they are an established technology in the
United States, they have a well-defined zone of detection, and they are generally reliable.
Disadvantages are that the detectors are very sensitive to the installation process, they can only be
installed in good pavement, and they must be reinstalled every time a road is repaved.
 Magnetic Detectors
There are two other types of magnetic detectors as shown in Figure.10, which are used to detect
traffic. Both of them are in the form of probes, and they both operate on the principle of a large metal
object disturbing a magnetic field, just as inductive loop detectors work. There are both active and
passive types. The active type is called a magnetometer. A magnetometer acts in much the same way
as an inductive loop detector, except that it consists of a coil of wire wrapped around a magnetic core.
It measures the change in the magnetic field caused by the passage of a vehicle. It can be used both
for presence and for vehicle passage detection. The passive type of detector simply measures a
change in the flux of the earth's magnetic field caused by the passage of a vehicle. These detectors
can only detect moving vehicles, so they cannot be used as presence detectors. They have a fairly
large detection range and thus can be used to observe multiple lanes of traffic.

Figure.10. Traffic detection examples

 Acceleration detectors
For the left-turn collision countermeasure system, it is necessary to determine the acceleration of the
vehicle, so that it can be determined whether or not the vehicle is slowing to make a left turn. Using
Doppler information, the range rate of a vehicle may be determined, but it does not appear that any
radar currently being marketed for traffic applications measure the range rate. A simple method is to
have three detectors in a linear formation. Measurements from these three detectors will provide an
approximation of the acceleration of the vehicle from which the system may determine whether or not
to activate the left-turn ahead warning.

6. DETAIL OPERATION OF THE INVENTION

Under the proposed work, fully automation is required for making traffic management which
gives priority to emergency vehicle. Fast transportation systems and rapid transit systems are nerves
of economic developments for any nation. All developed nations have a well-developed
transportation system with efficient traffic control on road, rail and air. Transportation of goods,
industrial products, manpower and machinery are the key factors which influence the industrial
development of any country. Mismanagement and traffic congestion results in long waiting times,
loss of fuel and money. It is therefore utmost necessary to have a fast, economical and efficient traffic
control system for national development. The monitoring and control of city traffic is becoming a
major problem in many countries. With the ever increasing number of vehicles on the road, the
Traffic Monitoring Authority has to find new methods of overcoming. In this project, the first aim is
to collect the information of moving emergency vehicles using GSM, GPS, ARM to provide them
clear path. This system can do the following, i) Minimize long waiting time, ii) Achieve smart
automatic traffic signal control without human interrupt, iii) Wirelessly monitor patients health
parameter through GSM technology, iv) Less chance of accident due to red light violation it gives
priority to vehicles like ambulance, Fire brigade, VIP vehicles etc. ARDUINO ARM is a 32-bit
reduced instruction set computer (RISC) instruction set architecture (ISA) developed by ARM
Limited. It was known as the Advanced RISC Machine, and before that as the Acorn RISC Machine.
This has made them dominant in the mobile and embedded electronics market as relatively low cost
and small microprocessors and microcontrollers. The project is designed using ARM microcontroller.
In this project there would be two RFID systems used in the project. The RFID tag would be used to
detect the ambulance. Also GSM modem is used to send the SMS to mobile. On signal there will be
two RFID readers which detect traffic density on two roads. When ambulance is detected on any road
signal for that side will be green. Traffic on that road and other roads will be sent to ambulance
through another GSM. In this project, we are going to develop smart ambulance systems. The whole
setup consists of Arduino, GSM Modem and GPS .The Systems consist of ARM microcontroller. The
micro controller cannot process the analog voltages as it is a digital device; so we use inbuilt ADC to
convert the raw output of sensor to digital voltage. This digital voltage is feed to controller. We are
also using serial communication to make connection to hospital using GSM and GPS. The RFID
systems will be connected to microcontroller using serial protocol. The Tag will be attached to the
ambulance when the ambulance passes through the reader the Tag would be read and the traffic Light
will be made Green Signal. We are using GPS to track the position of ambulance, so it will help us to
direct the ambulance to reach the hospital as early as possible. Figure.11. shows the Intelligent Traffic
Control for Emergency Vehicle Clearance.
 Figure.11. Intelligent Traffic Control for Emergency Vehicle Clearance

INTELLIGENT TRAFFIC MANAGEMENT

 FUNCTIONAL AREAS OF ITM
Information technology (IT) has already revolutionized many industries, including
transportation systems by bringing information to bear on the transportation network. IT will
significantly help to solve surface transportation challenges over the next several decades, as an
“infrastructure” gets built alongside countries’ physical transportation infrastructure. Intelligent
Transportation Systems focus on developing and deploying data solutions for traffic problems.
The term Intelligent Transport Systems (ITS) as shown in Figure.12 has been introduced in
transport and traffic engineering during the 1990s, and can be defined as holistic, control, information
and communication upgrade to classical transport and traffic systems enabling significant
improvement in the performance, traffic flow, efficiency of passenger and goods transportation,
safety and security of transport, reduction of pollution, etc.
 Figure.12. Intelligent transport system (ITS)

The scenarios describe applications of ITS which deploy communications, control,

electronics, and computer technologies to improve the performance of highway, transit (rail and bus),
and even air and maritime transportation systems. Intelligent transportation systems include a wide
and growing suite of technologies and applications such as real-time traffic information systems, in-
car navigation (telematics) systems, vehicle-to-infrastructure integration (VII), vehicle-to-vehicle
integration (V2V), adaptive traffic signal control, ramp metering, electronic toll collection,
congestion pricing, fee-based express (HOT) lanes, vehicle usage based mileage fees, and vehicle
collision avoidance technologies.

 SPECIAL FUNCTION AREAS

ITS architecture special function areas of traffic management are defined. In Europe there are
5 ITS areas:
1. Traffic guidance,
2. Incident management,
3. Demand management,
4. Meteorological information,
5. Road maintenance.

 ITS TAXONOMY AREAS

The ITS taxonomy includes 11 functional areas:
1. Traveler Information;
2. Traffic Management and Operations;
3. Vehicles;
 4. Freight Transport;
5. Public Transport;
6. Emergency;
7. Transport Related Electronic Payment;
8. Road Transport Related Personal Safety;
9. Weather and Environmental Monitoring;
10. Disaster Response Management and Coordination;
11. National Security.
Each functional area consists of interrelated services. Regional (e.g., U.S. State) ITS
architectures can include additional services and functions that are not listed in ISO taxonomy of
services.
 USER SERVICE BUNDLES AND USER SERVICES
Travel and Traffic Management
 Pre-trip Travel Information
 On-route Driver Information
 Route Guidance
 Ride Matching and Reservation
 Traveler Services Information
 Traffic Control
 Incident Management
 Travel Demand Management
 Emissions Testing and Mitigation
 Highway-rail Intersection
Public Transportation Management
 Public Transportation Management
 On-route Transit Information
 Personalized Public Transit
 Public Travel Security

Electronic Payment
 Electronic Payment Services
Commercial Vehicle Operations
 Commercial Vehicle Electronic Clearance
 Automated Roadside Safety Inspection
  On-board Safety Monitoring
 Commercial Vehicle Administrative Processes
 Hazardous Material Incident Response
 Commercial Fleet Management
Emergency Management
 Emergency Notification and Personal Security
 Emergency Vehicle Management
Advanced Vehicle Safety Systems
 Longitudinal Collision Avoidance
 Lateral Collision Avoidance
 Intersection Collision Avoidance
 Vision Enhancement for Crash Avoidance
 Safety Readiness
 Pre-crash Restraint Deployment
 Automated Vehicle Operation
Information Management
 Archived Data Function
The User Service Requirements that the ITS Architecture must satisfy are functional
expressions of what ITS system that provides this User Service should do. One can consider User
Service Requirements as the highest level of functional requirements in ITS system. User Service
Requirements give a global picture of what overall needs should be met by ITS systems, but exactly
which User Service Requirements are satisfied varies for each ITS system that is actually
implemented at the time. Since any national ITS Architecture is merely a guide to designing
Intelligent Transportation Systems, each regional and local implementation is unique and requires its
own separate set of functional requirements. ITS consist of the application of computers, electronic
sensors, communications, and data management for the purpose of effectively and efficiently
managing the transportation system to improve transportation mobility, safety, and to provide timely
and accurate information to travelers.
Until recently, the building and improvement of transportation infrastructure meant the civil
and mechanical construction or expansion of roads, bridges and tunnels, as well as the associated
enterprises that provide the vehicles (including public and private transit agencies, trucking, public
safety and personal) that travel on the infrastructure. Now, as travel demand steadily increases and the
opportunities to build new infrastructure becomes prohibitively expensive because of the high costs
and limited resources (including land space), the use of ITS technologies to enhance the effectiveness
of existing transport infrastructure and improve operational efficiency of transportation systems
becomes increasingly more important.
ITS technology can assist in mitigating congestion and improve network management, in
particular:
 Providing the tools and techniques to measure congestion
 Providing systems to manage the existing road network better through in-vehicle
systems and the infrastructure
 Supporting delivery of real-time traffic and traveler information
 Providing the means to implement road pricing mechanisms
 Increasing capacity of the existing road network
Network monitoring requires that monitoring devices be installed in strategic locations
throughout the transportation network to measure and record traffic flow, travel times, accidents and
other security incidents, monitor ITS field equipment as well as the effect of traffic congestion on the
environment. The detectors and cameras should be connected to a Traffic Management Centre (TMC)
where data can be stored and images viewed. The vehicle detectors could be used to automatically
select traffic signal timings (real-time traffic responsive control) and to detect incidents on the
expressways. Environmental sensors should also be installed to monitor the impact of traffic
conditions on air quality.

 URBAN TRAFFIC MANAGEMENT AND CONTROL (UTMC)

At a more local level, Urban Traffic Management and Control (UTMC) activities build on the
use of various traffic management tools (such as SCOOT and SCATS). Cutting edge ITS technology
is available to detect both vehicles and pedestrians and to communicate this information to the TMC
in order to control the traffic signals and manage traffic flow.

7. ABSTRACT

In the current scenario, the traffic solutions for public transport are used in many countries and
can be adapted and implemented on vehicles that are used for emergency services. The aim of this
innovation is to pass emergency vehicles like VIP vehicles, ambulances and fire trucks to their
destinations at the earliest by using intelligent traffic control system and intelligent traffic
management. In present days robbery through vehicle and robbery in vehicle is more threatening to
the society, through this project, an idea to detect such stolen vehicles and unpermitted vehicles by
using the intelligent control system has been developed. As a key part, ARUDINO is used in this
innovation in order to improve the speed and efficiency of the automatic traffic management system,
while the existing system uses ARM7 controller that is two times slower than the ARUDINO UNO
controller. Through this method the accuracy and time efficiency of data sending process can be
increased which is an important feature in emergency vehicle clearance.
This innovation is mainly used to increase the speed of the present intelligent traffic clearance
system and this objective is achieved by using Arudino UNO controller instead of ARM 7 controller.
The increased emergency delay in the traffic signal is a major reason for the mortality of many lives
so this innovation would be a helpful one for the society and also to the human lives.

8. CLAIMS:

The authors claimed that

(i) ARUDINO UNO controller used to improve the speed and efficiency of the
system
(ii) Two RFID systems used to detect the ambulance.