Mechatronic Design of an Autonomous Search Vehicle Utilizing Chemical Sensing

Tristan Boscardin and Jens Ghre Advisor: Dr. Robert Gao Electromechanical Systems Laboratory Department of Mechanical and Industrial Engineering University of Massachusetts at Amherst

12/23/2003

I.

Abstract The use of chemical sensing for the purpose of mobile identification is a powerful

medium. Recent advances in chemical sensor arrays and Lab-On-A-Chip have improve the ability to distinguish between different chemical compounds in a mobile environment. The simplified problem of tracking a known chemical and identifying the location of an alcohol marked vehicle was addressed in this project. In the context of this problem three major concepts were implemented: energy efficiency, wireless sensor network communication and mechatronic design. The autonomous search vehicle was given a limited amount of resources approach this goal. The relationship between logic analysis and memory usage was examined. These factors are linked directly to the systems memory and sensing capabilities. In this case the memory was the limiting factor. II. a. Introduction Project Description Recent advances in chemical detection have been made, allowing for a Laboratory-On-A-Chip, portable chemical identification, to be implemented.( Sandia National Laboratories) Other technological developments have employed sensing array to create an electronic nose, capable of distinguishing between different chemicals.( Nagle, Guitierrez-Osuna, and Schiffman ) These innovations inspired the concept of using chemical sensing capable to locate a chemical marked target, as opposed to more conventional methods to identify and track an entity. Chemical idenitification is unique in the aspect that it may not be visible or tangible as many other methods that are largely been confined to the physical spectrum. Also chemically marked vehicles may leave a trail, which does not require the tracker to follow in visible or audible range. Another topic integrated into this project is the communication between sensing systems. This is addressed though the communication of the vehicles. The communication of sensor systems allows for the improved allocation of sensor resources, to more efficiently achieve a task. The communication medium for this project was radio transceivers, one for each vehicle and one for the base station. The concept of communicating efficiently and securely was also investigated. With increased use of

wireless communication between devices, this provides the ability to increase the efficiency of a search, along with the ability to verify the search results. The mechatronic design philosophy weighs the needs and metrics of multidisciplinary requirement of system to achieve an optimal design. This mechatronic design philosophy was integrated into the design of an autonomous search vehicle utilizing chemical sensing to detect a target vehicle marked with an alcohol source. The vehicle had several requirements: autonomous search capability, robust physical characteristics, a collision avoidance method, wireless communication abilities, and efficient use of computational resources. The vehicle was to work in conjunction with a partner vehicle to identify the location of the alcohol source and both vehicles should verify the source was found. Additionally the vehicle was required to communicate with a base station, to notify it that the target was found or verified.

b.

Background Chemical sensors have been a standard tool in a few sectors of industry and the

scientific community. Recent advancements, made in the capability of chemical sensors, have opened up new possibilities for technical applications and development. Many industries also have a demand for chemical sensing capabilities and have been implementing smart processing methods. The growing demand for homeland security has also contributed to these developments, increasing the research for portable chemical sensing devices, such as electronic noses and Lab-On-A-Chip. Current research efforts are attempting to refine the physical capabilities of the chemical sensors and the methodology of the chemical sensing process. Reducing the physical size of a chemical sensor has run into several barriers, since many times set surface areas are required to detect chemicals at a given sensitivity and the molecule being measured sets a finite limit upon the sensors size. Chemical properties of different materials are also being investigated along with the chemical properties of reactive coatings and selectively permeable filters. The power usage of chemical sensors is also being considered to enable more efficient devices with increased portability. The use of chemical sensors arrays to detect the different properties of a chemical compound and be able to identify a chemical by its finger print is also being investigated. Methods to

reduce the response time of a chemical sensor are also a concern, as growing real-time information demands are established.
Chemical signal Electrical signal Magnetical signal Mechanical signal Radiant signal Thermal signal

Sensor

Modifier

Output transduc

Chemical signal electrical signal Magnetical signal Mechanical signal Radiant signal Thermal signal

Figure 1: Sensor Diagram

Sensors are quickly becoming a pervasive element of human life; many people often forget that they are even in use. A Sensor is a device, which responds to an input quantity by generating a functionally related output usually in the form of an electrical or optical signal. (http://www.dcu.ie/~best/st.htm) Figure 1: Sensor Diagram. In the case of a generic chemical sensor, a chemical signal is sensed, typically modified into an electrical signal, and an output. The fundamental purpose of sensors is to assist in process control by providing data to a process control system. (http://islnotes.cps.msu.edu/trp/adv/sen_pur.html) Figure 2: Control System. The process control system is used to increase the quality and the efficiency with which the plant is produced.

Reference Generator

Control Function

Plant

Sensor

Figure 2: Control System

Chemical Sensing Offers a Unique Problem. Unlike imaging (visual sensing) technologies where only one type of light (e.g., infrared or visible range) is detected and sound (auditory sensing) technologies where only one type of pressure wave is detected, chemical sensors must transduce a variety of input stimuli using a variety of transduction mechanisms or reactions. (Wilson, Hoyt, Janata, Booksh, and Obando) Figure 3:

Chemical Sensor. The varieties of stimuli require the implementation of an array of sensors, or selective sensor coatings are used to identify a chemical. Frequently applications can assume a closed system, where all the gases are known. This requires fewer sensors, since the different characteristic properties of the gases are known. Often times, though, this is not the case, and a large array of chemical sensors must be used. Another difficulty with chemical sensing is that different sensors sense different chemicals.

Signal processing, display or PC

Transducer Analyte
Figure 3: Chemical Sensor

III.

Project Design

a.

Approach/Philosophy
Sensor System

Mechanical System

Electrical System

Computational System

Navigational System

Communications System

Figure 4: System Design

The mechatronic design philosophy accounted for the needs and metrics of the system to achieve the optimal results. Initially, the mechatronic analysis for the autonomous search vehicle was made on a large scale. The resources, constraints, and basic needs of the system were identified, Table 1: Initial Analysis. The identification of the initial analysis and allowed for the basic system structure to be developed, Figure 4: System Design. The system is composed of sub-systems or sections that interface together. While each system is flexible, some of the systems predetermined due to provided components or requirements. The computational system was a Motorola M68HC11E9 microcontroller supplied with an evaluation board developing tool, Appendix A: Motorola M68HC11E9. The communication system consisted of a RFM DR3001 wireless communication module with serial interface. The mechanical system (mobile platform) was a radio controlled car. There was extensive freedom in the design of the sensor, navigational and electrical systems.
Table 1: Initial Analysis

Initial Analysis Resource

Computational System Navigational System Sensors Electrical System Mobile Platform Communication

Constraints
Memory, Processing Sensors, Computational System Cost Battery Powered 3 Point Steering, 2WD Distance, Energy Requirements

Need
Autonomy Obstacle Avoidance, Localization Chemical, Navigational Interface Systems Controllable Communicate with Other Entities

b.

Design Metrics The design was then analyzed using more detailed design metrics, Table 2:

Design Metrics. The needs of the design to accomplish the goal were identified. The physical requirements to the needs, metrics, were then shown to illustrate what constraint each design decision produces for the system. These inherent design constraints were coupled with given mobile platform, microcontroller, fiscal, and temporal constraints; influencing the design decisions. There were several stagnant or difficult to control metrics. The size of the vehicle could not be radically altered given the temporal and budgetary constraints. The given 6

microcontroller gave a finite restriction on the processing speed and total memory available. The response time of the system was largely tied to the individual needs of components and the processing speed of the microcontroller, and could not easily be altered. These limitations were considered constants in the design. When possible, the influence that each constraint brought to the design was reduced through design decisions.
Table 2: Design Metrics

DESIGN METRICS
Consumption

Metric
Processing Speed Memory Usage Response Time

Weight

Energy

Size

Need
Accurate Positioning Great Sensitivity to Target Simple Communication Over a Wide Distance Robust, Low-Power, Accurate, Precise Sensor Smart and Reliable Search Algorithm Small, Low-Power, LowCost Electronics Smart and Reliable Obstacle Avoidance Algorithm Secure Communication Simple and Accurate Motor Control Robust Physical Structure x x x x x x x x

x x

x x x

x x x

x x

x x

The major issues that resulted from the design metric analysis were the memory usage, weight and energy consumption. The microcontroller influenced the memory usage, given the technical size restrictions. Since there was a finite amount of memory

available, this requires for efficient and simple algorithms. The weight of the vehicle could be controlled by selecting not using excessively heavy components. Energy consumption was an essential consideration, since this is a mobile platform, thus practical power sources are limited to batteries or fuel cells, with in our budgetary constraints. If too much current is required more batteries are required. The design should be able to operate for long periods of time.

IV.

Navigational System Design

a.

Design Analysis The navigational system selection was dictated by two needs. The vehicle must

have a smart efficient search algorithm capable of avoiding obstacles, and the vehicle must be capable of locating the partner group once they find the vehicle or having the partner group locate the vehicle once the target vehicle is found. This infers the need for a two tier navigational system. This was divided into two different spectrums, local and global navigation. The local navigation is used for obstacle avoidance, to determine where the vehicle should immediately move next. The global navigation was to establish which direction the vehicle should be heading or to communicate were the vehicle currently resides. While the question of how to achieve local navigation proved to be simple, global navigation and the ability to communicate your position to another vehicle brought forth a variety of different methodologies. Several different designs were considered. The navigational system proved to be the largest design dilemma.

b.

Local Navigational Design The local navigational design selected uses infrared distance sensors to detect

obstacles in the vehicles path. Ultrasonic and laser range finders were also considered. Ultrasonic distance sensing requires a considerably more current than the infrared sensors, and both the ultrasonic and laser sensors were more expensive. The vehicle required several infrared sensors, because each sensor was only reactive to objects in the 15 degrees cone of infrared emitted. Two types of infrared distance sensors were used for the local navigation, digital and analog sensors. The digital sensors had set threshold,

24 cm, and were used to sense obstacles approaching at an angle. The analog sensors had a greater range, and were chosen because they offered a variable threshold that could be set in the navigational algorithm to react to obstacles.

c.

Global Navigational Design Alternatives The restrictions that existed in this decision include the vehicles playing field is

inside a building. This prevents the use of GPS, since we are indoors, and magnetic compasses, due to the large pieces of metal (beams) in the building. The decision not to use encoders was made because of error propagation. A variety of triangulation methods were investigated, but these proved to require additional hardware that was in excess of our budgetary constraints. All of these methods also require significant amounts of computation, taking up excessive amounts of memory.

d.

Selected Global Navigational Design The navigational scheme chosen involved a relative approach towards finding the

other group. When the target vehicle is found, the event is communicated using the wireless communication module. The base station is notified first, and then the partner group is notified. Upon the acknowledgement from the partner group, an infrared beacon is transmitted, guiding the partner group, to the target vehicles location. The vehicles were guided by sensing the infrared beacon using directionally placed infrared transistors. This method was chosen because it meets our design need and provides a suitable metric providing a simple algorithm with inexpensive hardware.

e.

Design Ramifications The design of the navigational system affects the layout of the electronic system,

most notably through sensor placement. This indicates that the basic navigational concept must be chosen prior to the fabrication of electronic components. The use of infrared sensors requires more sensors, thus taking up more pins, and requiring more code. Consequently, more sensors also correlate with more information that will be obtained about the obstacle that is detected. This potentially allows for a more powerful navigational algorithm maybe implemented. The tradeoff, between information available

and memory used, plays an integral role in this project. Memory usage efficiency has been determined to be a key factor.

V.

Electronic Design

a.

Design Methodology The design of the electronic circuitry was created to provide hardware controls for

various functions and a meaningful human-vehicle interface so the system could easily be interpreted and debugged. Primarily, the focus of the electronic design was on efficiency; this was applied to efficiency of the computational system, as well as energy consumption. The board layout was designed in an organized manner, such that the components could easily be installed and verified for functionality. The board was tested step by step to verify all the components worked and were correctly attached.

b.

Electronic System to Evaluation Board Interface The first component attached to the board was the 60 pin connector. This allows

all the other components to be interfaced to the microcontroller and tested. This also provides a common ground between all the electronic components for functionality. The 60 pin connector also creates modularity of the design so it can potentially be reused in other systems or with slight modification to other microcontrollers that can adhere to a standard pin-out.

c.

Control of a Mobile Platform The control of the mobile platform was done by exploiting the existing controls of

the mobile platform. The mobile platform, which was once a radio control car, contained all the transistors and H-bridges required for connecting the electronic system to the motors. Through observation of the original control chips interaction with the preexisting circuitry when sending the vehicle signals to go left, right, forward or backward, the correct pins to control the car were identified, Appendix B: Pre-Existing Pin Identification. The original chip was extracted, and replaced with a socket.

10

d.

Pulse Width Modulation Circuitry to improve the resolution of the pulse width modulation signal was also

included. This was done in hardware to save program memory, so no interrupt would have to be generated. The use of an AND gate and a hex inverter doubled the rate of the signal that could be supplied to the forward and reverse pins, Appendix C: PWM.

e.

Human Interface Two tools were built into the electronic circuitry to provide a meaningful interface

between the search vehicle and the human observer. This interface consisted of 4 light emitting diodes (LEDs) and 4 7-segment displays, Appendix D: 7-Segment/LED. Each 7-segment display had a binary coded decimal (BCD) decoder, to reduce the number of output lines required to select each 7-segment display. The human interfaces were used for debugging and as developmental tools. The LEDs were used to communicate the state of the vehicle, and the 7-segment displays were used to display sensor readings.

f.

A to D Conversion The analog to digital conversion hardware consisted of connection to the

chemical, infrared phototransistors, analog distance sensors, and a connection to the voltage reference. The phototransistors and the chemical sensors were placed in sockets in their respective locations. The analog distance sensors were connected to the board using male and female three pin headers. The voltage reference for the A to D conversion was created using a variable voltage regulator set to three volts.

g.

Infrared Sensor Several different infrared sensors were used in this design. The infrared sensors

were divided into two classes, the first for local navigation and the second for global navigation. The local navigational sensors consisted of three types of distance sensors, with sensitivities and outputs. The global navigational sensors were comprised of an array of sensors pointed in different directions. The distance sensors were attached to the male headers on circuit board using female headers, so the circuit board could be

11

completely removed from the vehicle. The infrared emitters and detectors were attached to the circuit board on sockets so they could be readily replaced. The local navigational distance sensors exploited their different characteristics through a layered configuration, Appendix F: Infrared Distance Sensor Configuration. The 10 to 80cm analog sensors, Sharp GP2D12, were used to detect the presence of a potential obstacle. The 4 to 30 cm analog sensor, Sharp GP2D120, is used to get close to an obstacle to take a chemical measurement. The 24 cm digital sensors, Sharp GP2D15, are used to prevent the car from colliding with walls or obstacles approached at extreme angles. The global navigational system used infrared phototransistors and emitters to locate the partner car. The 3 phototransistors, Radioshack 276-145, were pointed in unique directions to guide the vehicle towards the partner vehicle once a communication signal was received that the partner vehicle had found the opposing car. The vehicle was also outfitted with several infrared emitters, Radioshack 276-143, to act as a beacon for the partner vehicle once the target vehicle was found.

h.

Chemical Sensors The semi-conducting oxide chemical sensors, FIS SB-30-00, used were installed

into sockets on the circuit board. The heaters required for chemical detection operated off a 1volt power supply generated with a voltage divider, while the circuit for the chip required a 5 volt power source.

i.

Communication Module The communication circuit provided was a RFM DR3001 868.35 MHz

transceiver module. This allowed for use of the serial interface with the Motorola M68HC11E9 to be used to transmit and receive data, using only one additional output pin for a select line. The module was mounted on the board using a socket and powered using a variable voltage regulator with 3 volts.

j.

Design Problems Encountered

12

There were three major design problems encountered within the implementation of the electrical system. The first problem was that the board required much more current then planned. This result was primarily an oversight of how much power was required to drive all of the LEDs, since the 4 7-segment displays were not counted as 28 LEDs, or the infrared LEDs that required 100 ma of current each. With this information, our current calculation makes sense, Appendix G: Current Allocation. The second problem, which partially was related to the massive current requirements, was that the microcontroller board was resetting itself. This was happening due to the noise that was coming from the batteries. This was increasingly destabilized with the addition of a secondary battery pack. The current was smoothed out with a large capacitor, 470 F, solving the resetting problem, by slowing the change in supplied voltage. The third problem arose from the chemical sensors. The chemical sensors response sensitivity to the chemical agent, ethanol, was not optimal in the chemical range that we were measuring, Figure 5: Chemical Sensor Response. The change in resistance was very small, thus no noticeable change in the signal existed.

Figure 5: Chemical Sensor Response

VI.

Software Development

a.

Design Philosophy 13

The software was developed in separate modules to guarantee their individual functionality, and allow for parallel development of different aspects of the search, detection, navigation, and communication algorithms. These modules after passing individual inspection were then merged into the complete code. In order to prevent contention for hardware resources, and allow for development of the electronic system concurrently with the software, several of the I/O pins were reserved for known sensors, Appendix H: Pin Assignments. The final step in the software design was the optimization of code.

b.

I/O pins The first module written was the code to control the input and output pins used to

control the motor. This module allowed the testing of the car controls. The module was also modified for turning LEDs on and off, and the output of data to the 7-segment displays.

c.

Timers and PWM The logical next step in vehicle control is the implementation of timers. The

initial timer consisted of a delay function that rested in a computational loop, for a number of cycles. This was quickly improved upon by using a comparator and a timer built into the chip. This created accurate delays, essential for measuring with the chemical sensors. The PWM was implemented in a similar fashion, using a comparator with the timer to toggle a line, allowing for speed control of the vehicle. The duty cycle of this function was change by changing the value in the comparator. The PWM was also used in the braking algorithm, to slow the vehicle when obstacles are detected.

d.

A to D Conversion, Obstacle Avoidance, and Chemical Detection Analog to digital conversion was required by the distance sensors and the

chemical sensors. Multiple Channels were sampled at the same time to obtain either the chemical or infrared distance sensors, or both channels needed to be sampled to obtain the phototransistor values. The chemical sensor and the infrared distance sensor values

14

were displayed on the 7-segment displays for the purpose of debugging and providing a meaningful human interface.

e.

Search Algorithm The A to D conversion along with the I/O pin control and PWM allowed for the

implementation of the search algorithm. The global navigational system was ignored if the vehicle was not contacted by the partner vehicle to verify the presence of the target vehicle. If the partner vehicle communicates the chemical presence then the vehicle uses the readings of the infrared transistors to guide the vehicle to the partner vehicle. For example if the right transceiver detected the infrared signal the vehicle would turn right, if the left detect the signal it would turn left, or if the front detected the signal it would go straight. If no signal was detected then the vehicle would default to the local search algorithm. The local navigational methodology was made simple due to the limited amount of memory available, yet it tried to yield and effective search algorithm. The algorithm was designed to produce a sweeping pattern across the playing field, stopping if an obstacle was detected the checking if was a chemical source, Appendix I: Navigation Diagrams. If it was not the chemical source, the chemical measurement did not meet the threshold, the vehicle would make a 180 degree turn. These turns would alternate left and right when obstacles are detected. If the chemical threshold is detected, then the vehicle will stop, transmit to the base station that the target is found, transmit to the partner vehicle that the target is found and emit an infrared beacon for the partner vehicle to follow.

f.

Communication The communication utilized the serial communication lines available on the

Motorola M68HC11E9 and one output line, functioning as a select pin. The data was simply broad cast within the protocol, waiting for acknowledges from the receiver of the data after the transmission is complete. When data is received from the transceiver over the serial line, an interrupt is generated. This function was enabled to avoid polling the serial status register for new data. The protocol created, Appendix J: Communication

15

Protocol, was followed in the receive using a state machine, checking for the correct start symbol, to-address, packet numbers, size, and message. The data was acknowledged when all of these conditions were met.

g.

Optimization The main problem with the software design was the memory usage and allocation.

The initial design was ambitious for the limited 512 bytes of EEPROM and 512 bytes of RAM. This required the simplification of complex modules and the use of efficient programming techniques and insightful use of RAM and EEPROM.

VII.

Conclusions The current methods to identify and track an entity have largely been confined to

the physical spectrum. Through inspection of biological methods, it is observed that many predators hunt using the discrimination of scent, a chemical method. This approach is particularly useful since one retains the ability to follow a target, and also in many instances remain out of the targets visual, audible, and many times the targets olfactory ranges. This gives the predator the element of surprise, evading the natural defense mechanisms of the prey. The autonomous search vehicle given a minimal amount of resources attempted to approach this goal. Clearly the performance of the vehicle was limited to the amount of data it could sense and the power of the logic the system contains. These factors are linked directly to the systems memory and sensing capabilities. In this case the memory was the limiting factor. The autonomous search vehicle addressed a series of deeper issues: energy efficiency, wireless communication, and mechatronic design. Energy efficiency is a key issue when dealing with a mobile platform that does not generate its own power, the system requires a minimum of the maximum amount of energy to complete the task, even though this is often not optimal, and a minimal amount of energy consumption is desired. The use of wireless communication between sensing system to yield a common goal can create significant increase in process efficiency, and the redundant checking offers a layer of data verification. This was addressed in our project, but unfortunately stands unverified. Mechatronic design seemed to be the largest issue

16

in this project, since the design factors were all interrelated. Through the consideration of interdisciplinary factor in the original design, a superior design was achieved, Appendix L: Final Result.

a.

Future Research The autonomous search vehicle offers a variety of paths for future research.

Primarily, improvements in better use of the sensor data and extending the research into larger scale mobile sensor networks could be followed up. The distribution of intelligence through out the system could offer one solution to the limited capabilities of the microprocessor. Smart components could preprocess the data, creating a feature based system, which allows for the reduction of code required to assess the data. Further, greater navigational functionality could be implemented through the development of positioning technique, so improved search algorithms could be executed.

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VIII. References

Aktan, Comfort, and Shanis. Managing Multi-Hazard Risk at Metropolitan USA. Cernosek, Yelton, Colburn, Anderson, Staton, Osbourn, Bartholomew, Martinez, Ricco, and Crooks. Detection of Volatile Organics Using a Surface Acoustic Wave Array System. www.fisinc.co.jp/S_SB30.htm , FIS Inc. Hopkin and Lewis. Detection and Classification of Arrays of Carbon Black/Organic Polymer Composite Chemiresistive Vapor Detectors for the Nerve Agent Stimulants Dimethylmethylphosphonate and Diisopropylmethylphosphonate. islnotes.cps.msu.edu/trp/adv/sen_pur.html, Purpose of Sensors. Moseley, P.T. Solid State Gas Sensors. Nagle, Guitierrez-Osuna, and Schiffman. The How and Why of the Electronic Nose. Stetter, Penrose, and Yao. Sensors, Chemical Sensors, Electrochemical Sensors, and ECS. Wide, Winquist, Bergsten, and Petriu. The Human-Based Multisensor Fusion Method for Artificial Nose and Tongue Sensor Data. www.dcu.ie/~best/st.htm, What is Sensor Technology. www.npi.gov.au/handbooks/pubs/voc.pdf, Total VOCs and the NPI. www.sandia.gov, Sandia National Laboratories.

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IX.

Appendices

Appendix A: Motorola M68HC11E9 Microcontroller EVBU Development Tool Appendix B: Pre-Existing Pins Appendix C: PWM Appendix D: 7 Segment/LED Appendix E: Program Flow Chart Appendix F: Infrared Distance Sensor Configuration Appendix G: Current Allocation Appendix H: Pin Assignment Appendix I: Navigation Diagrams Appendix J: Communication Protocol Appendix K: Vehicle Schematic Appendix L: Final Result

19

Appendix A: Motorola M68HC11E9 Microcontroller EVBU Development Tool

SEE ATTACHED: M68HC11E.PDF

20

Appendix B: Pre-Existing Pins

Figure 6: Pre-Existing Pins

21

Appendix C: PWM

PWM

OC4

OC3

OC2

TCNT 0000 USERVAL1 8000 USERVAL2 FFFF

PA0 PA1 PA2 PA3 PA4 PA5 PA6 PA7

PWM= OC2 OR ( OC3 AND OC4) = OC2 AND OC3 AND OC4

PWM

PWM Forward PB0 PB1 PB2 PB3 PB4 PB5 PB6 PB7 PWM Backward RIGHT LEFT

22

Appendix D: 7 Segment/LED

23

Appendix E: Program Flow Chart

Init

Go Forward

Check IR Sensors

Last T urn == right?

no

Obstacle found?

turn left

turn left

yes Check IR sensors Check IR sensors

Stop

Measure

Obstacle found?

no

no

Obstacle found?

yes yes
Chemical found?

yes

Stop

Stop

no Go Back Go Back Go Back

Stop Stop

Stop

Communicate to Base Station

Communicate to Team

Wait for Team to Arrive

24

Appendix F: Infrared Distance Sensor Configuration

or ns e S

c 24

lI ita g Di

80cm Analog IR Sensor 80cm Analog IR Sensor

30cm Analog IR Seneor

24 cm

Di

gi ta lI

Se ns or

Figure 7: Infrared Distance Sensor Configuration

25

Appendix G: Current Allocation

Table 3: Current Allocation

Current Drain
(estimated maximum= 1562 mA)

560

260

80 250 12

400

LEDs 7 Segment Displays Chemical Sensors IR LEDs Tranciever Module IR Distance Sensors

26

Appendix H: Pin Assignment

Table 4: Pin Assignment PIN 9 10 11 12 13 14 15 16 20 21 22 23 24 25 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 PORT C Direction O O O O O O O O I O O O I I O O O Description 7 SEG CONTROL 1 7 SEG CONTROL 2 7 SEG CONTROL 3 7 SEG CONTROL 4 7 SEG DATA A 7 SEG DATA B 7 SEG DATA C 7 SEG DATA D RxD TxD R/T SELECT IR Transmitter IR Digital Distance Sensor 1 IR Digital Distance Sensor 2 PWM OC2 PWM OC3 PWM OC4

0 1 2 3 4 5 6 7 0 1 2 3 4 5 7 6 5 4 3 2 1 0 7 6 5 4 3 2 1 0 0 4 1 5 2 6 3 7

O O O O O O O O I I I I I I I I

LED 4 LED 3 LED 2 LED 1 LEFT RIGHT BACK FWD IR Analog Distance Sensor 1 IR Transistor 1 IR Analog Distance Sensor 2 IR Transistor 2 IR Analog Distance Sensor 3 IR Transistor 3 Chemical Sensor 1 Chemical Sensor 2

27

Appendix I: Navigation Diagrams

Figure 8: Sweep 1

Figure 9: Sweep 2

28

Appendix J: Communication Protocol

Table 5: Communication Protocol

Protocol Preamble Start Symbol To/From Packet Number Size/Status Message FCS

Data 0xFF 0x7E 0x67 0x01 0x01 0x01 0x01

29

Appendix K: Vehicle Schematic

1
4

3
5

IR Distance Sensor IR-LED

2 1

3 2 RF Monolithic LED 1 2 3 4

Chemical Sensor

NOT AND

BCD-7SEG Decoder Custom Board

MC68HC11

Evaluation Board Battery Pack

Figure 10: Vehicle Schematic

30

Appendix L: Final Result

31