DRIVERLESS CAR SAIVENKAT CHOWDARY VUNNAM
8th semester, Electronics and Communications Engineering, JNTUH college of engineering.
[email protected]
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 car’s 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 pulse’s 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 pulse’s 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 IT’S 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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