DRIVERLESS CAR

SAIVENKAT CHOWDARY VUNNAM

8th semester, Electronics and Communications Engineering,

JNTUH college of engineering.
Saivenkatvunnam1811@gmail.com

Abstract: Google dramatic ascent and subsequent domination in

the past fifteen years of the technology and information
industries has financially enabled Google to explore seemingly
unrelated projects ranging from Google Mail to the Google Car.
In particular, Google has invested a significant amount of
resources in the Google Car, an integrated system that allows for
the driverless operation of a vehicle. While initial reports indicate
that the Google Car driverless automobile will be more safe and
efficient than current vehicles, the Google Car is not without its
critics. In particular, the existential threat that the car presents to
several large industries, including the insurance, health care and
construction industries, creates an additional challenge to the
success of the Google Car well beyond the standard competitive
threats from other established car manufacturers in the
automobile industry, which begs the question, Can the Google
Car be successful? With so many challenges above and beyond
the competitive forces typically threatening long- term
profitability, will the Google Car be able to create and sustain a
competitive advantage for Google in the driverless car space?

Keywords: velodyne -64 beam laser, electronic stability

control, anti braking system, cruise control.
1) Introduction
The inventions of the integrated circuit and later, the microcomputer,
were major factors in the development of electronic control in
automobiles. The importance of the microcomputer cannot be
overemphasized as it is the brain that controls many systems in
todays cars. For example, in a cruise control system, the driver sets
the desired speed and enables the system by pushing a button. A
micro-computer then monitors the actual speed of the vehicle using
data from velocity sensors. The actual speed is compared to the
desired speed and the controller adjusts the throttle as necessary.

thinking about it. Completely automating the car is a challenging task

and is a long way off. However, advances have been made in the
individual systems.Googles robotic car is a fully autonomous vehicle
which is equipped with radar and LIDAR and such can take in much
more information, process it much more quickly and reliably, make a
correct decision about a complex situation, and then implement that
decision far better than a human can. Google anticipates that the
increased accuracy of its automated driving system could help reduce
the number of traffic-related injuries and deaths The Google car
system combines information gathered for Google Street View with
artificial intelligence software that combines input from video
cameras inside the car, a LIDAR sensor on top of the vehicle, radar
sensors on the front of the vehicle and a position sensor attached to
one of the rear wheels that helps locate the cars position on the map.
As of 2010, Google has tested several vehicles equipped with the
system, driving 140,000 miles (230,000 km) without any human
intervention, the only accident occurring when one of the cars was
rear-ended while stopped at a red light. Google anticipates that the
increased accuracy of its automated driving system could help reduce
the number of traffic-related injuries and deaths, while using energy
and space on roadways more efficiently.

2) Technologies used
The technologies that are used in an
autonomous car are velodyne-64 beam laser, Lidar, radar
sensors, video cameras, ultra sonic cameras, speed sensors,
rotational sensors, backup camera, gps, electronic stability
control, anti braking systems, cruise controls. We will see one by
one
as
follows.

A completely autonomous vehicle is one in which a computer

performs all the tasks that the human driver normally would.
Ultimately, this would mean getting in a car, entering the destination
into a computer, and enabling the system.From there, the car would
take over and drive to the destination with no human input. The car
would be able to sense its environment and make steering and speed
changes as necessary. This scenario would require all of the
automotive technologies mentioned above: lane detection to aid in
passing slower vehicles or exiting a highway; obstacle detection to
locate other cars, pedestrians, animals, etc.; adaptive cruise control to
maintain a safe speed; collision avoidance to avoid hitting obstacles
in the road way; and lateral control to maintain the cars position
on the roadway. In addition, sensors would be needed to alert the car
to road or weather conditions to ensure safe traveling speeds. For
example, the car would need to slow down in snowy or icy
conditions. We perform many tasks while driving without even

3) Velodyne-64 beam laser

It captures 360 degrees images around
its surroundings.

4)

LIDAR

LIDAR (Light Detection and Ranging, also

LADAR, sometimes Laser Imaging Detection and Ranging) is an
optical remote sensing technology that can measure the distance to,
or other properties of, targets by illuminating the target with laser
light and analyzing the backscattered light.The car sends out a pulse
of light in a certain direction, and an on-board sensor records the
reflected pulses time-of-flight. By sending out laser beams in all
directions, collecting the reflected energy,and performing some nifty
high-speed computer processing, the vehicle can create a realtime,virtual map of the obstacles in its path. Because laser light is
higher in energy and shorter in wavelength than radio waves, it
reflects better from non-metallic objects and provides mapping
advantages over RADAR. By coupling novel roofmounted LIDAR
systems with vision cameras, advanced computer processing, and
GPS to position the vehicle in global coordinates, it has become
possible to create a self driving machine .

5) Electronic stability control

Electronic stability control (ESC), also referred
to as electronic stability program (ESP) or dynamic stability control
(DSC), is a computerized technology that improves a vehicle's
stability by detecting and reducing loss of traction (skidding).
The car sends
out a pulse of light in a certain direction, and an on-board sensor
records the reflected pulses time-of-flight. By sending out laser
beams in all directions, collecting the reflected energy,and
performing some nifty high-speed computer processing, the vehicle
can create a real-time,virtual map of the obstacles in its path. Because
laser light is higher in energy and shorter in wavelength than radio
waves, it reflects better from non-metallic objects and provides
mapping advantages over RADAR. By coupling novel roofmounted
LIDAR systems with vision cameras, advanced computer processing,
and GPS to position the vehicle in global coordinates, it has become
possible to create a self driving machine.

5a) Esc components and design

ESC incorporates yaw rate control into the anti-lock braking system
(ABS). Yaw is a rotation around the vertical axis; i.e. spinning left or
right. Anti-lock brakes enable ESC to brake individual wheels. Many
ESC systems also incorporate a traction control system (TCS or
ASR), which senses drive-wheel slip under acceleration and
individually brakes the slipping wheel or wheels and/or reduces
excess engine power until control is regained. However, ESC
achieves a different purpose than ABS or Traction Control.
The ESC system uses several sensors to determine what the driver
wants (input). Other sensors indicate the actual state of the vehicle
(response). The control algorithm compares driver input to vehicle
response and decides, when necessary, to apply brakes and/or reduce

throttle by the amounts calculated through the state space (set of

equations used to model the dynamics of the vehicle). The ESC
controller can also receive data from and issue commands to other
controllers on the vehicle such as an all wheel drive system or an
active suspension system to improve vehicle stability and
controllability.
The sensors used for ESC have to send data at all times in order to
detect possible defects as soon as possible. They have to be resistant
to possible forms of interference (rain, holes in the road, etc.). The
most important sensors are:
[1] Steering wheel angle sensor: determines the driver'intended
rotation; i.e. where the driver wants to steer. This kind of sensor is
often based on AMR-elements.
[2] Yaw rate sensor: measures the rotation rate of the car; i.e.
how much the car is actually turning. The data from the yaw sensor is
compared with the data from the steering wheel angle sensor to
determine regulating action.
[3] Lateral acceleration sensor: often an accelerometer.
Other sensors can include:
Longitudinal acceleration sensor: similar to the lateral acceleration
sensor in design, but can offer additional information about road
pitch and also provide another source of vehicle acceleration a speeds
Roll rate sensor: similar to the yaw rate sensor in design buimprovthe
fidelity of the controller's vehicle model and correct for errors when
estimating vehicle behavior from the other sensors alone.
ESC uses a hydraulic modulator to assure that each wheel receives
the correct brake force. A similar modulator is used in ABS. ABS
needs to reduce pressure during braking, only. ESC additionally
needs to increase pressure in certain situations and an active vacuum
brake booster unit may be utilized in addition to the hydraulic pump
to meet these demanding pressure gradients. The brain of the ESC
system is the electronic control unit (ECU). The various control
techniques are embedded in it. Often, the same ECU is used for
diverse systems at the same time (ABS, Traction control system,
climate control, etc.). The input signals are sent through the inputcircuit to the digital controller. The desired vehicle state is
determined based upon the steering wheel angle, its gradient and the
wheel speed. Simultaneously, the yaw sensor measures the actual
state. The controller computes the needed brake or acceleration force
for each wheel and directs via the driver circuits the valves of the
hydraulic modulator. Via a Controller Area Network interface the
ECU is connected with other systems (ABS, etc.) in order to avoid
giving contradictory commands.
Many ESC systems have an "off" override switch so the driver can
disable ESC, which may be desirable when badly stuck in mud or
snow, or driving on a beach, or if using a smaller-sized spare tire
which would interfere with the sensors. Some systems also offer an
additional mode with raised thresholds so that a driver can utilize the
limits of adhesion with less electronic intervention. However, ESC
defaults to "On" when the ignition is restarted. Some ESC systems
that lack an "off switch", such as on many recent Toyota vehicles,
can be temporarily disabled through an undocumented series of brake
pedal and handbrake operations. Furthermore, unplugging a wheel
speed sensor is another method of disabling most ESC systems. The
ESC implementation on newer Ford vehicles cannot be completely
disabled even through the use of the "off switch".

5b)

ESC Operation

During normal driving, ESC works in the background and

continuously monitors steering and vehicle direction. It compares the
driver's intended direction (determined through the measured steering
wheel angle) to the vehicle's actual direction (determined through
measured lateral acceleration, vehicle rotation (yaw), and individual
road wheel speeds).
ESC intervenes only when it detects a probable loss of steering
control, i.e. when the vehicle is not going where the driver is
steering.This may happen, for example, when skidding during
emergency evasive swerves, understeer or oversteer during poorly
judged turns on slippery roads, or hydroplaning. ESC may also
intervene in an unwanted way during high-performance driving,
because steering input may not always be directly indicative of the
intended direction of travel (i.e. controlled drifting). ESC estimates
the direction of the skid, and then applies the brakes to individual
wheels asymmetrically in order to create torque about the vehicle's
vertical axis, opposing the skid and bringing the vehicle back in line
with the driver's commanded direction. Additionally, the system may
reduce engine power or operate the transmission to slow the vehicle
down.

skid may not even initially be in contact with the road, reducing its
effectiveness. Due to the fact that stability control can sometimes be
incompatible with high-performance driving (i.e. when the driver
intentionally loses traction as in drifting), many vehicles have an
override control which allows the system to be partially or fully shut
off. In simpler systems, a single button may disable all features,
while more complicated setups may have a multi-position switch or
may never be truly turned fully off.

6)

ANTI-LOCK BRAKING SYSTEM

Anti-lock braking system (ABS) is an

automobile safety system that allows the wheels on a motor vehicle
to maintain tractive contact with the road surface according to driver
inputs while braking, preventing the wheels from locking up (ceasing
rotation) and avoiding uncontrolled skidding. It is an automated
system that uses the principles of threshold braking and cadence
braking which were practiced by skillful drivers with previous
generation braking systems. It does this at a much faster rate and with
better control than a driver could manage.
ABS generally offers improved vehicle control and decreases
stopping distances on dry and slippery surfaces; however, on loose
gravel or snow-covered surfaces, ABS can significantly increase
braking distance, although still improving vehicle control.
Since initial widespread use in production cars, anti-lock braking
systems have been improved considerably. Recent versions not only
prevent wheel lock under braking, but also electronically control the
front-to-rear brake bias. This function, depending on its specific
capabilities and implementation, is known as electronic brakeforce
distribution (EBD), traction control system, emergency brake assist,
or electronic stability control (ESC).

7) ABS COMPONENTS AND DESIGN

ESC can work on any surface, from dry pavement to frozen lakes.It
reacts to and corrects skidding much faster and more effectively than
the typical human driver, often before the driver is even aware of any
imminent loss of control. In fact, this led to some concern that ESC
could allow drivers to become overconfident in their vehicle's
handling and/or their own driving skills. For this reason, ESC
systems typically inform the driver when they intervene, so that the
driver knows that the vehicle's handling limits have been approached.
Most activate a dashboard indicator light and/or alert tone; some
intentionally allow the vehicle's corrected course to deviate very
slightly from the driver-commanded direction, even if it is possible to
more precisely match it.
Indeed, all ESC manufacturers emphasize that the system is not a
performance enhancement nor a replacement for safe driving
practices, but rather a safety technology to assist the driver in
recovering from dangerous situations. ESC does not increase
traction, so it does not enable faster cornering (although it can
facilitate better-controlled cornering). More generally, ESC works
within inherent limits of the vehicle's handling and available traction
between the and road. A reckless maneuver can still exceed these
limits, resulting in loss of control. For example, in a severe
hydroplaning scenario, the wheels that ESC would use to correct a

The components are speed sensors, valves, pumps,

controllers.
1)speed sensors: A speed sensor is used to determine the
acceleration or deceleration of the wheel. These sensors use a magnet
and a coil of wire to generate a signal. The rotation of the wheel or
differential induces a magnetic field around the sensor. The
fluctuations of this magnetic field generate a voltage in the sensor.
Since the voltage induced in the sensor is a result of the rotating
wheel, this sensor can become inaccurate at slow speeds. The slower
rotation of the wheel can cause inaccurate fluctuations in the
magnetic field and thus cause inaccurate readings to the controller.

2)valves: There is a valve in the brake line of each brake controlled

by the ABS. On some systems, the valve has three positions:

-In position one, the valve is open; pressure from the

master cylinder is passed right through to the brake.
-In position two, the valve blocks the line, isolating that
brake from the master cylinder. This prevents the pressure
from rising further should the driver push the brake pedal
harder.
-In position three, the valve releases some of the pressure
from the brake.
The majority of problems with the valve system occur due to clogged
valves. When a valve is clogged it is unable to open, close, or change

position. An inoperable valve will prevent the system from

modulating the valves and controlling pressure supplied to the
brakes.

3)pumps: The pump in the ABS is used to restore the pressure to the
hydraulic brakes after the valves have released it. A signal from the
controller will release the valve at the detection of wheel slip. After a
valve release the pressure supplied from the user, the pump is used to
restore a desired amount of pressure to the braking system. The
controller will modulate the pumps status in order to provide the
desired amount of pressure and reduce slipping.
4)controllers: The controller is an ECU type unit in the car which
receives information from each individual wheel speed sensor, in turn
if a wheel loses traction the signal is sent to the controller, the
controller will then limit the brake force (EBD) and activate the ABS
modulator which actuates the braking valves on and off.
The anti-lock brake controller is also known as the CAB (Controller
Anti-lock Brake).
Typically ABS includes a central electronic control unit (ECU), four
wheel speed sensors, and at least two hydraulic valves within the
brake hydraulics. The ECU constantly monitors the rotational speed
of each wheel; if it detects a wheel rotating significantly slower than
the others, a condition indicative of impending wheel lock, it actuates
the valves to reduce hydraulic pressure to the brake at the affected
wheel, thus reducing the braking force on that wheel; the wheel then
turns faster. Conversely, if the ECU detects a wheel turning
significantly faster than the others, brake hydraulic pressure to the
wheel is increased so the braking force is reapplied, slowing down
the wheel. This process is repeated continuously and can be detected
by the driver via brake pedal pulsation. Some anti-lock systems can
apply or release braking pressure 15 times per second. Because of
this, the wheels of cars equipped with ABS are practically impossible
to lock even during panic braking in extreme conditions.

wheels on the inside of the curve should brake more than wheels on
the outside, and by how much.
ABS equipment may also be used to implement a traction control
system (TCS) on acceleration of the vehicle. If, when accelerating,
the tire loses traction, the ABS controller can detect the situation and
take suitable action so that traction is regained. More sophisticated
versions of this can also control throttle levels and brakes
simultaneously.
The speed sensors of ABS are sometimes used in indirect tire
pressure monitoring system (TPMS), which can detect underinflation of tire(s) by difference in rotational speed of wheels.
8) CRUISE CONTROL AND ITS OPERATION
Cruise control sometimes called as speed control or autocruise, or
tempomat in some countries) is a system that automatically controls
the speed of a motor vehicle. The system is a servomechanism that
takes over the throttle of the car to maintain a steady speed as set by
the driver.

8a) Cruise control operation

The driver must bring the vehicle up to speed manually and use a
button to set the cruise control to the current speed.
The cruise control takes its speed signal from a rotating driveshaft,
speedometer cable, wheel speed sensor from the engine's RPM, or
from internal speed pulses produced electronically by the vehicle.
Most systems do not allow the use of the cruise control below a
certain speed - typically around 25 mph (40 km/h). The vehicle will
maintain the desired speed by pulling the throttle cable with a
solenoid, a vacuum driven servomechanism, or by using the
electronic systems built into the vehicle (fully electronic) if it uses a
'drive-by-wire' system.

The ECU is programmed to disregard differences in wheel rotating

speed below a critical threshold, because when the car is turning, the
two wheels towards the center of the curve turn slower than the outer
two. For this same reason, a differential is used in virtually all road
going vehicles. If a fault develops in any part of the ABS, a warning
light will usually be illuminated on the vehicle instrument panel, and
the ABS will be disabled until the fault is rectified.
Modern ABS applies individual brake pressure to all four wheels
through a control system of hub-mounted sensors and a dedicated
micro-controller. ABS is offered or comes standard on most road
vehicles produced today and is the foundation for electronic stability
control systems, which are rapidly increasing in popularity due to the
vast reduction in price of vehicle electronics over the years.
Modern electronic stability control systems are an evolution of the
ABS concept. Here, a minimum of two additional sensors are added
to help the system work: these are wheel angle sensor, and a
gyroscopic sensor. The theory of operation is simple: when the
gyroscopic sensor detects that the direction taken by the car does not
coincide with what the steering wheel sensor reports, the ESC
software will break the necessary individual wheel(up to three with
the most sophisticated systems), so that the vehicle goes the way the
driver intends. The steering wheel sensor also helps in the operation
of Cornering Brake Control (CBC), since this will tell the ABS that

All cruise control systems must be capable of being turned off both
explicitly and automatically when the driver depresses the brake, and
often also the clutch. Cruise control often includes a memory feature
to resume the set speed after braking, and a coast feature to reduce
the set speed without brake. When the cruise control is engaged, the
throttle can still be used to accelerate the car, but once the pedal is
released the car will then slow down until it reaches the previously
set speed.
On the latest vehicles fitted with electronic throttle control, cruise

control can be easily integrated into the vehicle's engine management

system. Modern "adaptive" systems (see below) include the ability to
automatically reduce speed when the distance to a car in front, or the
speed limit, decreases. This is an advantage for those driving in
unfamiliar areas.
The cruise control systems of some vehicles incorporate a "speed
limiter" function, which will not allow the vehicle to accelerate
beyond a pre-set maximum; this can usually be overridden by fully
depressing the accelerator pedal. (Most systems will prevent the
vehicle accelerating beyond the chosen speed, but will not apply the
brakes in the event of overspeeding downhill.)
On vehicles with a manual transmission, cruise control is less flexible
because the act of depressing the clutch pedal and shifting gears
usually disengages the cruise control. The "resume" feature has to be
used each time after selecting the new gear and releasing the clutch.
9) AGV STEERING CONTROL
To help an AGV navigate it can use
three different steer control systems. The differential speed control is
the most common. In this method there are two independent drive
wheels. Each drive is driven at different speeds in order to turn or the
same speed to allow the AGV to go forwards or backwards. The
AGV turns in a similar fashion to a tank. This method of steering is
the simplest as it does not require additional steering motors and
mechanism. More often than not, this is seen on an AGV that is used
to transport and turn in tight spaces or when the AGV is working near
machines. This setup for the wheels is not used in towing
applications because the AGV would cause the trailer to jackknife
when it turned.
The second type of
steering used is steer wheel control AGV. This type of steering can be
similar to a cars steering. But this is not very problem. It is more
common to use a three-wheeled vehicle similar to a conventional
three wheeled forklift. The drive wheel is the turning wheel. It is
more precise in following the programmed path than the differential
speed controlled method. This type of AGV has smoother turning.
Steer wheel control AGV can be used in all applications; unlike the
differential controlled .Steered wheel control is used for towing and
can also at times have an operator control it. The third type is a
combination of differential and steered. Two independent steer/drive
motors are placed on diagonal corners of the AGV and castors are
placed on the other corners. It can turn like a car (rotating in an arc)
in any direction. It can crab in any direction and it can drive in
differential mode in any direction.

10) AUTOMATIC PARKING

Automatic parking is an autonomous car-maneuvering system that
moves a vehicle from a traffic lane into a parking spot to perform
parallel, perpendicular or angle parking. The automatic parking
system aims to enhance the comfort and safety of driving in
constrained environments where much attention and experience is
required to steer the car. The parking maneuver is achieved by means
of coordinated control of the steering angle and speed which takes
into account the actual situation in the environment to ensure
collision-free motion within the available space.
The car is an example of a nonholonomic system where the number

of control commands available is less than the number of coordinates

that represent its position and orientation.
One of the first assistance systems for car parking was manual. It
used 4 jacks with wheels to raise the car and then move it sideways
into the available parking space. This mechanical system was
proposed in 1934, but was never offered on any production model.

11) BACKUP CAMERAS

A backup camera (also called reversing camera) is a special type of
video camera that is produced specifically for the purpose of being
attached to the rear of a vehicle to aid in backing up, and to alleviate
the rear blind spot. Backup cameras are alternatively known as
'reversing cameras' or 'rear view cameras'. It is specifically designed
to avoid a Backup collision. The area directly behind vehicles has
been described as a "killing zone" due to the associated carnage.
Backup cameras are usually connected to the vehicle head unit
display.
The design of a backup camera is distinct from other cameras in that
the image is horizontally flipped so that the output is a mirror image.
This is necessary because the camera and the driver face opposite
directions, and without it, the camera's right would be on the driver's
left and vice versa. A mirrored image makes the orientation of the
display consistent with the physical mirrors installed on the vehicle.
A backup camera typically sports a wide-angle or fisheye lens. While
such a lens spoils the camera's ability to see faraway objects, it
allows the camera to see an uninterrupted horizontal path from one
rear corner to the other. The camera is typically pointed on a
downward angle, to view potential obstacles on the ground as well as
the position of approaching walls and docks, rather than straight
back.
Backup cameras are common on vehicles that tow difficult-to-see
trailers, such as motor homes. Recently, with the rise in popularity of
in-dash DVD players and GPS navigation systems which aid in
justifying the expense of adding a color LCD display to the driver's
seat, they have become much more common, often available as
optional factory accessories on standard passenger trucks and sport
utility vehicles, as well as aftermarket accessories. Inside the vehicle,
the display is typically wired to automatically sense when the
transmission is set in reverse, showing the backup view while in
reverse, and showing the map (or other content) at all other times.

12) ADVANTAGES:
An increase in the use of autonomous cars would make possible
such benefits as:
-Fewer traffic collisions, since unlike a human driver with limited
situational awareness an autonomous car can continuously monitor a
broad range of sensors (e.g. visible and infrared light, acoustic incl.
ultrasound) both passive and active (LIDAR, RADAR) with a 360
field of view and thus more quickly determine a safe reaction to a
potential hazard, and initiate the reaction faster than a human driver.
-Increased roadway capacity and reduced traffic congestion due
to reduced need for safety gaps and the ability to better manage
traffic flow.
-Removal of constraints on occupants' state in an autonomous car,
it would not matter if the occupants were under age, over age,
unlicensed, blind, distracted, intoxicated, or otherwise impaired.
-Alleviation of parking scarcity, as cars could drop off passengers,

park far away where space is not scarce, and return as needed to pick
up passengers.
-Reduce total number of cars by increased carsharing, since an
autonomous car can drop off a passenger at one location and go to
a different location to pick up another.
-Reduction of physical space required for vehicle parking.
-Elimination of redundant passengers the robotic car could drive
unoccupied to wherever it is required, such as to pick up
passengers or to go in for maintenance. This would be especially
relevant to trucks, taxis and car-sharing services.

13) DISADVANTAGES
-In spite of the various benefits to increased vehicle automation,
some foreseeable challenges persist:
-Liability for damage.
-A car's computer could potentially be compromised, as
could a communication system between cars.
-Implementation of legal framework and establishment
of government regulations for self-driving cars.
-Drivers being inexperienced if situations arose requiring
manual driving.
-Competition for the radio spectrum desired for the car's
communication.
-Self-driving cars could potentially be loaded with explosives and
used as bombs.
-Ethical problems analogous to the trolley problem arise in
situations where an autonomous car's software is forced during an
unavoidable crash to choose between multiple harmful courses of
action.
-Susceptibility of the car's navigation system to different
types of weather. (As of 2014 Google's prototype has not
driven in snow or heavy rain.)
-Autonomous cars may require very high-quality maps to
operate properly. Where these maps may be out of date, they
would need to be able to fall back.
-Current police and other pedestrian gestures and non-verbal cues are
not adapted to autonomous driving.
-Current road infrastructure may need changes for autonomous
cars to function optimally. Some examples include traffic and
street light upgrades that communicate with autonomous
vehicles.

14)FUTURE SCOPE
The transition to an automated transportation
structure will greatly prevent many problems caused by the traffic.
Implementation of autonomous cars will allow the vehicles to be able
to use the roads more efficiently, thus saving space and time.With
having automated cars, narrow lanes will no longer be a problem and
most traffic problems will be avoided to a great extent by the help of
this new technology .Research indicates that the traffic patterns will
be more predictable and less problematic with the integration of
autonomous cars. Smooth traffic flow is at the top of the wish list for
countless transportation officials. Car manufacturers are already
using various driver assist systems in their high-end models and this
trend is becoming more and more common. As a result of this trend,
the early co- pilot systems are expected to gradually evolve to autopilots .All developments show that one day the intelligent vehicles
will be a part of our daily lives, but it is hard to predict when. The
most important factor is whether the public sector will be proactive in
taking advantage of this capability or not. The Public Sector will
determine if the benefits will come sooner rather than later. Since
these assist systems are very similar with the systems that are used in
autonomous car prototypes, they are regarded as the transition
elements on the way to the implementation fully autonomous

vehicles.

15) CONCLUSION
Despite the inherent benefits, autonomous vehicle technology
must overcome many social barriers. Much like the issues
faced by the first automobiles, the influence of mental models
can impede the advancement of technology. However, new
legislation is creating opportunities for these cars to prove their
viability. The ongoing research and testing done by
organizations such as Google and Stanford will only prove to
advance the acceptance of autonomous cars. As more states
legalize driverless cars, the social obstructions will give way,
allowing for the largest revolution in personal transportation
since the introduction of automobiles. Currently, there are
many different technologies available that can assist in
creating autonomous vehicle systems. Items such as GPS,
automated cruise control,and lane keeping assistance are
available to consumers on some luxury vehicles. The
combination of these technologies and other systems such as
video based lane analysis, steering and brake actuation
systems, and the programs necessary to control all of the
components will become a fully autonomous system. The
problem is winning the trust of the people to allow a computer
to drive a vehicle for them,because of this, there must be
research and testing done over and over again to assure a
near fool proof final product. The product will not be accepted
instantly, but overtime as the systems become more widely
used people will realize the benefits of it.The implementation of
autonomous vehicles will bring up the problem of replacing
humans with computers that can do the work for them. There
will not be an instant change in society, but it will become more
apparent over time as they are integrated into society.

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