VISVESVARAYA TECHNOLOGICAL UNIVERSITY

BELAGAVI

A Seminar Report

On

ADAPTIVE CRUISE CONTROL

Submitted by,

NARASING DALALKAR

USN:1AY18ME420

DEPARTMENT OF MECHANICAL ENGINEERING

ACHARYA INSTITUTE OF TECHNOLOGY,

Acharya Dr. Sarvapalli Radhakrishnan Road,Bangalore-560107

2021-2022
ADAPTIVE CRUISE CONTROL 2021-22

ACHARYA INSTITUTE OF TECHNOLOGY

Acharya Dr.Sarvapalli Radhakrishnan Road,Bangalore-560107

Department of Mechanical Engineering

CERTIFICATE

Certified that the seminar report entitled “ADAPTIVE CRUISE CONTROL”

carried out by Mr. NARASING DALALKAR, USN: 1AY18ME420, a bonafide
student of Acharya Institute of Technology in partial fulfilment for the award of
Bachelor of Engineering / Bachelor of Technology in Mechanical Engineering of
the Visvesvaraya Technological University, Belagavi during the year 2021-2022. It is
certified that all corrections/suggestions indicated for Internal Assessment have been
incorporated in the Report deposited in the departmental library. The seminar report
has been approved as it satisfies the academic requirements in respect of seminar
report prescribed for the said Degree.

Name & Signature of the Coordinator Name & Signature of the HOD
Dr.Prakash S Dabeer Dr. Attel Manjunath

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ACKNOWLEDGEMENT

I am grateful to the sanctum of “Acharya Institute of Technology”, the temple of

learning, for providing an excellent platform to pursue our Seminar in good spirit. I
would like to sincerely thank our President Mr. B.M. Reddy for encouraging us.

I would like to express our gratitude to our honourable chairman Mr. B. Premnath
Reddy, Acharya Institutes for all his initiatives and for providing us a congenial
atmosphere for study. I would like to thank our beloved Principal Dr. Prakash M R,
in particular for the excellent facilities provided in the college.

My deep and profound gratitude to Dr. Attel Manjunath, our beloved Head,
Department of Mechanical Engineering. I am thankful to him for the constant moral
support and encouragement extended during the study of this seminar topic.

My heartfelt thanks to, Dr. Prakash S Dabeer. Professor, Department of Mechanical

Engineering, for his invaluable guidance and inspirational encouragement and
constructive suggestions for the betterment of the work.

I thank all the teaching and nonteaching staff of our Department of Mechanical
Engineering for their constant support. I am thankful to my beloved parents who have
motivated and installed confidence in me.

Finally, I am thankful to all those that have helped me directly and indirectly during
this work.

NARASING DALALKAR

1AY18ME420

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ABSTRACT

An Adaptive Cruise Control system (ACC), a system which reduces the

driving burden on the driver. The ACC system primarily supports four
driving modes on the road and controls the acceleration and deceleration
of the vehicle in order to maintain a set speed or to avoid a crash. This
paper proposes more accurate methods of detecting the preceding vehicle
by radar while cornering, with consideration for the vehicle sideslip
angle, and also of controlling the distance between vehicles. By making
full use of the proposed identification logic for preceding vehicles and
path estimation logic, an improvement in driving stability was achieved.

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INDEX

1. Introduction
1.1 Literature survey
2. What is cruise control
2.1 How to set cruise control
3. Adaptive cruise control
4. Parts and working
4.1 millimeter wave radar
4.2 stereo camera
4.3 image processor
4.4 fusion processor
4.5 headway control unit
5. Advantages and disadvantages
6. Applications of acc system
7. Future aspects
8. Dangers of cruise control
9. Summary
10. Conclusion
11. Reference

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INTRODUCTION
Every minute, on average, at least one person dies in a
crash. If you read this article from start to finish 30 or more deaths
will have occurred across the globe by the time you are done. Auto
accidents will also injure at least 10 million people this year, two
or three million of them seriously. All told, the hospital bills,
damaged property and other costs will add up to 1 - 3 % of the
world’s gross domestic product according to the Paris based
organization for economic cooperation and development. And, of
course, the losses that matter most is not even captured by these
statistics, because there is no way to put a dollar value on them.
Engineers have been chipping away at this staggering
numbers for a long time. Many safety innovations in the areas of
banking systems, air bags, seat belts, body structures, steering and
suspension have had a beneficial effect. Air bags and seat belts
save tens of thousands of people a year by preventing their head
from crashing into the windshield. Supercomputers now let
designers create car frames and bodies that protect the people
inside by absorbing much of energy of crash as possible. As a
result, number of fatalities per million kilometres of vehicle travel
has decreased. But the ultimate solution and the only thing that will
save far more lives, limbs and money are to keep out cars from
smashing into each other in the first place.
That is exactly what engineers in the United States,
Europe and Japan are trying to do. They are applying advanced
microprocessors, radars, high-speed ICs and signal processing
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chips and algorithms in R&D programs that mark an about face in

the automotive industry: from safety systems that kick in after an
accident occurs, attempting to minimize injury and damage, to
ones that prevent collisions altogether.
The first collision avoidance features are already on the
road, as pricey cruise control options on a small group of luxury
cars. Over the next few years, these systems will grow more
capable and more widely available, until they become standard
equipment on luxury vehicles. Meanwhile, researchers will be
bringing the first cooperative systems to market. This will take
active safety technology to the next level, enabling vehicles to
communicate and coordinate responses to avoid collisions. Note
that to avoid liability claims in the event of cars equipped with
cruise control systems, manufacturers of these systems and the car
companies that use them are careful not to refer them as safety
devices. Instead they are being marketed as driver aids, mere
convenience made possible by latest innovative technology.

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LITERATURE REVIEW

The above figure shows that the accidents rate is increasing

in spite of using new technologies in automobiles. The Adaptive
cruise controller consists of two modes such as velocity control
and distance control. In velocity control use the Proportional and
Derivative with command compensation and in distance control
fuzzy logic controller is used. Distance control mode it maintains
minimum distance between two vehicles. The inputs of the fuzzy
logic control (FLC) are distance error and Relative velocity, the
output of the FLC are velocity control command or brake control
command.
In velocity control mode only the velocity of the vehicle is
vary by applying control signal to the throttle Valve controller .Dc
motor is used to control the throttle valve. Brake control mode
automatically brake is controlled by using DC motor. The design
of Adaptive cruise control is by Fuzzy Logic Controller. The two
inputs for FLC are distance error and relative velocity between two
vehicles, these two parameters are derived from the tree parameters
such as speed of front vehicle and time headway set by the driver
and the distance between two vehicles using laser. The output of
the FLC is brake command and velocity command .LPC2119 arm7
based controller is used for control function.
In this paper the required distance is multiplication of time
heady way and velocity of front vehicle and the actual distance of
the front vehicle is measured using laser. The difference between
the two is distance error and the velocity of the front vehicle with
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respect to host vehicle i.e. relative velocity. The velocity of the

front vehicle is measured using laser. The velocity of the host
vehicle is taken from Electronic control unit.
The FLC produce the output according to the inputs
Explains the optimized fuzzy logic by reducing computation time.
The fuzzy logic computation time increases by increasing the
number of rules.
In this Instead of using single FLC, used three FLC1,FLC2
and FLC3.by segmenting the Fuzzy rules computation time is
reduced. Explains the failures of adaptive cruise control. The
failure components are radar and speed sensor .the failures of one
of the component fails whole system. If one sensor fails the system
bypass and use second sensor by doing this improves the safety.
Explains the adaptive cruise control with stop and go for vehicle,
the minimum distance is maintained by varying velocity using PID
controller.

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WHAT IS CRUISE CONTROL

Cruise control is a system, which automatically controls

the speed of an automobile. The driver sets the speed and the
system will take over the throttle of the car to maintain the speed.
The system is thereby improving driver comfort in steady traffic
conditions. In congested traffic conditions where speeds vary
widely these systems are no longer effective.
Most cruise control systems don’t allow the use of cruise
control below a certain speed. The use of cruise control would be
significantly increased if the vehicle speed could automatically
adapt to the traffic flow. This feature can be handy for long drives
along sparsely populated roads and usually results in better fuel
efficiency. It is also known in some places as “poor man’s radar
detector”, as by cruise control, a driver who otherwise tends to
unconsciously increase speed over the course of a highway journey
may avoid a speeding ticket.
Blind inventor and mechanical engineer Ralph teeter
invented cruise control in 1945. His idea was born out of the
frustration of riding in a car driven by his lawyer, who kept
speeding up and slowing down as he talked. The Chrysler
Corporation on the 1958 Chrysler imperial introduced first car with
cruise control systems.

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HOW TO SET CRUISE CONTROL

In modern designs, the cruise control may or may not
need to be turned on before use – in some designs it is always “on”
but not always enabled. Most designs have a separate “on” switch,
as well as set, resume, accelerate and coast functions. The system
is operated with controls easily within the driver’s reach, usually
with two or more buttons on the steering wheel or on the
windshield wiper or turn signal stalk. The cruise switches of a
latest Ford car are shown in the figure below.

Driver should
bring the car to speed manually and then use a button to set cruise
control to the current speed. Most systems do not allow the use of
cruise control below a certain speed to discourage use in city
driving. The car will maintain that speed by actuating the throttle.
Most systems can be turned off both explicitly or automatically,
when the driver hits the brake or clutch. When the cruise control is
in effect, the throttle can still be used to accelerate the car,

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although the car will then slow down until it reaches the previously
set speed.

Now let us see the individual functions of each cruise

switches in detail.

1. The on and off buttons really don’t do much. Some cruise

controls don’t have these buttons; instead, they turn off when the
driver hits the brakes, and turn on when the driver hits the set
button.

2. The set/accelerate button tells the car to maintain the speed you
are currently driving. If you hit the set button at 45 km/hr, the car
will maintain your speed at 45 km/hr. holding down the
set/accelerate button will make the car accelerate. On most cars,
tapping it once will make the car go 1 km/hr faster.

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3. If recently disengaged the cruise control by hitting the brake or

clutch pedal, hitting the resume button will command the car to
accelerate back to the most recent speed setting.

4. Holding down the coast button will cause the car to decelerate,
just as if you took your foot completely off the gas. On most cars,
tapping the coast button once will cause the car to slow down by 1
km/hr.

5. The brake pedal and clutch pedal each have a switch that
disengages the cruise control as soon as the pedal is pressed. So
you can disengage the cruise control with a light tap on the brake
or clutch.

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ADAPTIVE CRUISE CONTROL

There is a new type of cruise coming onto the market
called adaptive cruise control. Two companies, TRW and Delphi
Automotive Systems are developing a more advanced cruise
control that can automatically adjust a car’s speed to maintain a
safe following distance. Adaptive cruise control is similar to
conventional cruise control in that it maintains the vehicle’s pre-set
speed. However, unlike conventional cruise control, this
new system can automatically adjust speed in order to maintain a
proper and safe distance between vehicles in the same lane. These
adaptive cruise control (ACC) systems, which add $1500 to $3000
to the cost of a car uses laser beams or forward looking radars to
measure the distance from the vehicle they are in to the car ahead
and its speed relative to theirs. If a car crosses into the lane ahead
or if the lead vehicle slows down, say, and the distance is now less
than the preset minimum (typically a 1 or 2 second interval of
separation) or if another stationary object is detected, the system
applies brakes, slowing down the vehicle, until it is following at
the desired distance. If the leading car speeds up or moves out of
the lane, the system opens the throttle until the car has returned to
the cruise control speed set by the driver.
In May 1998, Toyota became the first to introduce an
ACC system on a production vehicle when it unveiled a laser-
based system for its progress compact luxury sedan, which it sold
in Japan. Then Nissan followed suit with a radar-based system, in
the company’s Cima 41LV-2, a luxury sedan also sold only in
Japan. In September 1999, Jaguar began offering an ACC for its
XKR coupes and convertibles sold in Germany and Britain. Delphi
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Delco Electronic Systems supplies the radar sensing unit; TRW

Automotive Electronics, the brake control; and Siemens, the
assembly that manipulates the throttle. Last fall, Mercedes-Benz
and Lexus joined the adaptive cruise control movement. Lexus
offers an ACC option for its top-of-the-line LS430; at the
movement, it is the only ACC system available in the United
States. Mercedes’ system is an option on its C-Class and S-Class
models, which are available in Europe.

All of the ACC systems available today are built around

sensors that detect the vehicle ahead through the use of either radar
or lidar (light detecting and ranging, the laser based analog to
radar). The choice of sensors presents classic design tradeoffs. We
will see the radar-based system in detail later. LIDAR is less
expensive to produce and easier to package but performs poorly in
rain and snow. The light beams are narrower than water droplets
and snowflakes, pushing down the signal-to-noise ratio in bad
weather. Another problem is that accumulations of mud, dust or
snow on the car can block lidar beams. At present, only one
automaker, Lexus, uses a laser-based ACC system, in its LS430
luxury sedan.

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System engineers have acknowledged lidar’s

shortcomings and taken steps to make the system unavailable in
situations where the weather may limit its effectiveness. According
to the LS430 owner’s manual, the system will automatically shut
itself off if the windshield wipers are turned to a rapid setting,
indicating heavy rain or snow; if something activates the anti-lock
braking system (which helps the driver maintain a steering control
and reduces stopping distances during emergency braking if the
vehicle skid control system detects the slipping of tires on turns
that is common in wet weather.

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PARTS AND WORKING

We have already seen the working of a laser-based ACC

system, its limitations and all. Now let us take a look at how radar-
based ACC system works, in detail. The main components of a
typical radar-based ACC system are the following.

1. Fusion sensor
2. Headway control unit
3. Throttle
4. Brake
5. Dashboard display

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Fusion sensor is a combination of sensors and processors.

The fusion sensor consists of the following components.

1. Millimeter-wave radar
2. Stereo camera
3. Image processor
4. Fusion processor

Let us take a close look at each of these components, their

individual roles, in detecting hazards in the roadway and
responding in the correct manner so as to avoid those detected
hazards.

MILLIMETER-WAVE RADAR

Fundamental to any cruise control system is a sensor that

can reliably detect obstacles in the traffic environment in a variety
of conditions. Millimeter-wave radar is a method used for
detecting the position and velocity of a distant object. This radar
has a forward-looking range of up to 500 feet. The radar unit is
housed behind the radiator grille.
Every 60 milliseconds, the sensor sends out a trio of
overlapping beams of electromagnetic radiations of approximately
3 degrees each (roughly the width of one traffic lane). The beam
runs up to 500 feet ahead of the vehicle, and the sensor receives
signals that are reflected back from objects in the roadway.
Velocity and range is derived, by measuring the Doppler frequency
shift and time of flight of transmission.

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Range is calculated using the formula,

C = 2*R/T
Where ‘C’ is the velocity of light
‘R’ is the range
‘T’ is the time of flight of transmission.

This information is then fed into a microprocessor (fusion

processor) inside the passenger compartment. A major advantage
of radar is that the performance is not affected by the time of the
day, and therefore no driver adaptation is required for nighttime
driving. The performance advantages of radar over other sensors
are enhanced during poor weather condition.
Systems that rely on visible light are known to suffer
significantly in the very conditions for which they are relied upon
the most. Experience of radar operations has shown that reliable
results can be obtained, even in inclement weather conditions.
Radar-based systems can “see” at least 150 meters ahead in fog or
rain, heavy enough to cut the driver’s ability to see down to 10
meters or less.

STEREO CAMERA
The camera’s function is the same, as that of the radar,
detection of cars and other objects in the roadway. Camera view
reaches to a distance of 60 meters ahead of the vehicle. The stereo
camera is situated by the rear view mirror. The camera view
produces good lateral image, but it is unable to provide good
estimates of range. The lane markings on the road are also detected
by processing images from the camera. The image is then sent to
the image processor.
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IMAGE PROCESSOR

The image-processing unit acts as an intermediate

between the stereo camera and the fusion processor. It is also
situated by the rear view mirror, along with the stereo camera.
What image-processing unit is doing is that, it processes the
images from the stereo camera and the data is then fed into the
fusion processor.

FUSION PROCESSOR

The function of fusion processor is termed as Data Fusion.

Data fusion is a collection of techniques for combining the
measurements from more than one sensor to provide a more
unified result. This has several benefits. The overall estimates of
parameters can be more accurate than for individual sensor
estimate, as they reinforce each other. Any parameter need not
depend on one sensor alone.
This has benefits of Fault Tolerance by allowing
redundancy to be introduced into the system. For example, if the
system had infrared and video based sensors, it could survive the
failure of either of these and continue to function although
accuracy and performance in certain conditions can be reduced.
The fusion processor receives information from the two sensors,
millimeter-wave radar and stereo camera. The data contains
information like lane path, vehicle speed, range etc relative to host

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vehicle. The video produces good lateral image, but it is not able to
provide good estimate of range.
The radar conversely produces good estimates of range and
hence good relative velocity estimates, but has poor lateral
positional accuracy. Thus by fusing data from these two sensors
the object position can be localized to a better accuracy by
considering the intersection of the two areas of positional
uncertainty generated by each sensor. Another possible benefit of
data fusion is that of object identification, by combining the
expected responses of an object in the sensors.

For example, the image processing may confuse a

stationary pedestrian and a traffic sign, especially at longer ranges,
as they both are tall, thin objects. However fusing data would
allow an unambiguous decision reached immediately as the two
objects have radically different radar responses.
HEADWAY CONTROL UNIT

Having detected a hazard the system must respond in the

most appropriate manner so as to avoid the hazard. Evidence
suggests that a small reduction in driver reaction time will
dramatically reduce the number of accidents. This can be achieved
by intervening with the controls of the vehicle. Headway control
unit takes up this job. Headway control unit has control on the
brakes and throttle.

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Headway control unit makes necessary adjustments to the

brakes and throttle that would allow maintaining a constant and
safer distance behind the vehicle in front. In addition to all these, if
a suddenly stopped vehicle or a large object in the roadway or even
a bend in the road is detected, a red triangle flashes on the
dashboard, warning the driver. Then the driver must stop the
vehicle by applying brakes manually in the first two cases and
steer the vehicle in the third case.

ADVANTAGES

 The driver is relieved from the task of careful

acceleration, deceleration and braking in traffics.

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 The highly response traffic system that adjusts itself to

avoid accidents can be developed.
 Accidents can be reduced
 Very useful for long driving.
 Increased fuel efficiency.

DISADVANTAGES

 High cost
 Not suitable for heavy traffic.
 Encourages the driver to become careless.
 It does not response to the traffic signal.

APPLICATIONS

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 1999: Jaguar began offering a radar-based ACC system on

the Jaguar XK (X100).[11]
 1999: Nissan introduced laser ACC on the Japanese
market Nissan Cima.[12]
 1999: Subaru introduced world's first camera-based ACC on
the Japanese-market Subaru Legacy Lancaster.[13]
 2000: BMW introduced radar "Active Cruise Control" in
Europe on the BMW 7 Series - E38.[14]
 2000: Toyota was the first to bring laser ACC to the US
market in late 2000, with the LS 430 Dynamic Laser Cruise
Control system.[15]
 2000: Toyota's laser ACC system added "brake control", that
also applies brakes.[7]
 2001: Infiniti introduced laser "Intelligent Cruise Control" on
the 2002 Infiniti Q45 Third generation F50 and 2002 Infiniti
QX4.
 2001: Renault introduced ACC on the Renault Vel
Satis[16] (supplied by Bosch[17])
 2002: Lancia introduced radar ACC (by Bosch) on the Lancia
Thesis[18]
 2002: Volkswagen introduced radar ACC, manufactured by
Autocruise (now TRW), on the Volkswagen Phaeton.
 2002: Audi introduced radar ACC (Autocruise) on the Audi
A8 in late 2002
 2003: Cadillac introduced radar ACC on the Cadillac XLR.[19]
etc…,

FUTURE ASPECTS

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Though conventional cruise control is still an expensive

novelty, the next generation, called co-operative adaptive cruise
control, or CACC, is already being tested in California and
elsewhere. While ACC can only respond to a difference between
its own speed and the speed of the car ahead, cooperative systems
will two or more cars to communicate and work together to avoid a
collision. Ultimately, experiments say, the technology may let cars
follow each other at intervals as short as half a second. At 100
km/hr, that would amount to a distance between cars of less than
14 meters (roughly two car lengths).

Meanwhile at Fujitsu Ten Ltd, Japan, engineers are

working towards another vision of the future of adaptive cruise
control-one targeted squarely at the realities of driving on often-
congested urban and suburban highways. Fujitsu Ten has
demonstrated a prototype system for so called stop-and-go
adaptive cruise control. Ordinary ACC systems maintain a safe
distance between cars at speeds above 40 km/hr, whereas Fujitsu
Ten’s system will work primarily at lower speeds in heavy traffic.
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If the car in front stops, it will bring a vehicle to a complete stop.

Afterward, it will not re-engage the throttle-that’s up to the driver-
but as soon as the throttle is engaged, it will accelerate and
decelerate along with the leading car over any range of speeds
between zero and the cruising speed set by the driver. Within a
decade or so, the drivers of the most advanced cars will only have
to steer. Eventually, people might not be even entrusted with that
task, at least on limited access highways.

DANGERS OF CRUISE CONTROL

The only danger with cruise control is the use of cruise

control in wet and slippery roads. You should turn off cruise
control while driving through such conditions. It is very dangerous
to use cruise control in any slippery conditions like rain, snow, or
ice as it takes the complete control of the vehicle out of your
hands.

That is because most cruise control systems are designed for

normal dry conditions and can’t sense whether the wheels are
spinning uselessly. If your car begins to careen out of control,
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cruise control will continue to accelerate as it tries to maintain a

constant speed. It would put your car into a sideway spin cause the
vehicle to flip over.

FLC, used three FLC1,FLC2 and FLC3.by segmenting the Fuzzy

rules computation time is reduced. Explains the failures of adaptive
cruise control. The failure components are radar and speed
sensor .the failures of one of the component fails whole system. If
one sensor fails the system bypass and use second sensorby doing
this improves the safety. Explains the adaptive cruise control with
stop and go for vehicle, the minimum distance is maintained by
varying velocity using PID controller.

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SUMMERY

This seminar has described about the cruise control

systems that are commonly seen in luxury cars now a day. Fully
autonomous car is probably not viable in the foreseen future. The
Intelligent Vehicle Initiative in the United States and Ertico
program in Europe are among dozens of groups working on
technologies that may ultimately lead to vehicles that are wrapped
in a cocoon of sensors, with a 360 0 view of their environment.
Then nearby vehicles would be in constant communication with
each other and act co-operatively, enabling groups of cars to race
along like train cars, almost bumper to bumper, at speeds above
100 km/hr. It will probably take decades, but car accidents may
eventually become almost as rare as plane crashes are now

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CONCLUSION

The accidents caused by automobiles are injuring lakhs of

people every year. The safety measures starting from air bags and
seat belts have now reached to ACC, SACC and CACC systems.
The researchers of Intelligent Vehicles Initiative in USA and the
Ertico program of Europe are working on technologies that may
ultimately lead to vehicles that are wrapped in a cocoon of sensors
with a 360 –degree view of their surroundings. It will probably
take decades, but car accidents may eventually become as rare as
plane accidents are now, even though the road loss will have to be
changed, upto an extent since non human part of the vehicle
controlling will become predominant.

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REFERANCE

1.  "A Safety Feature By Any Other Name Can Really Be

Confusing, AAA Finds". NPR.org. Retrieved 25
January 2019.
2. ^ "Path to Autonomy: Self-Driving Car Levels 0 to 5
Explained". Car and Driver.
3. ^ "Here is everything you need to know about adaptive cruise
control". digitaltrends.com. 25 September 2017.
Jump up to:a b
4. ^     Pratyush Bhatia. "Vehicle Technologies to
Improve Performance and Safety" (PDF). Archived from the
original (PDF) on 11 October 2003. Retrieved 30
December 2015.
5. ^ "Company History". Mitsubishi Motors. Archived from the
original on 30 December 2014. Retrieved 30 December 2014.
6. ^ "Press Release - Mitsubishi Motors
Corporation". mitsubishi-motors.com (Press release).
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