Professional Documents
Culture Documents
Design Report
Autonomous System Navigation,
Driver Augmentation
Joshua Lavra Group 2
Ronak Patel EDSGN 100
David Morrison Section 007
Beth Alsentzer
Table of Contents
I. Abstract…………………………………………………………………………………………………2
II. Problem Statement……………………………………………………………………………….2
III. Goals……………………………………………………………………………………………………..2
IV. Design Objectives………………………………………………………………………………….3
V. Target Markets/Customer Needs…..………………………………………………………3
VI. Assumptions………………………………………………………………………………………….4
VII. Stakeholders………………………………………………………………………………………….5
VIII. Benchmarking………………………………………………………………………………………..5
IX. Background Research…………………………………………………………………………….6
X. Brainstorming………………………………………………………………………………………..12
XI. Evaluation of Ideas………………………………………………………………………………..15
XII. Remaining Items Needed to Know………………………………………………………..17
XIII. Design Matrices…………………………………………………………………………………….17
XIV. Solutions Analysis…………………………………………………………………………………19
XV. Sensor Detail………………………………………………………………………………………..20
XVI. Calculations……………………………………………………………………………………………21
XVII. Cost Analysis………………………………………………………………………………………….23
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Abstract:
The need for maintenance of convoy formation in war zones is crucial for the safety of the troops and
the success of the United States Army. A Driver Assist System would therefore be a beneficial device for
the HMMWV. After brainstorming and analyzing several ideas and concepts, we developed a system of
sensors and visual aids that will help the convoy drivers maintain the correct speed and distance from
fellow HMMWV. After the system is successfully implemented in the HMMWV, we will tweak the
system to be operational in civilian vehicles, as this will greatly decrease accidents on domestic
roadways.
Problem Statement:
American HMMWV convoys are unable to travel at safe distances while maintaining high speeds
in black out and other adverse conditions and are unable to detect obstacles in the road while
maintaining convoy structure. In order to travel at these high speeds (50 km/hr) and varying distances
(5‐150 meters), a new system must be developed to allow the driver to safely maintain distance and
speed while staying in convoy formation under war conditions. Because operating a convoy is not a dry
cut operation and has many variables involved with each maneuver, a completely integrated system
must be created that is practical, reliable, and intuitive.
Goals:
Create a system that improves the safety, effectiveness, and overall success of HMMWV
convoys during any maneuver, ranging from hazardous war conditions to everyday highway driving.
Also, we would like to alter and tailor the system so that it will function in civilian cars, making roadways
safer and decreasing fatalities on the highways. Overall we would like to create a synergy of current
technology and new ideas that will come together to make convoy movements and everyday highway
driving safer. With this culmination of technologies, we would like to make our system as intuitive as
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possible. Drivers, of both HMMWV and civilian automobiles, need to have their attention focused on
driving. We would like to create a system that lowers distractions while still alerting the driver of
hazards, all while allowing for convoy formation to be maintained under any condition.
Design Objectives:
The system will consist of radar, sonar and visual technology that will notify the driver of
oncoming obstacles, including but not limited to vehicles, people, or environmental hazards. The system
will warn the driver and allow him enough time to react and avoid the hazard while maintaining convoy
formation.
The system will also display the speed and distance of the vehicle in front on a “head‐up display”
(HUD) that will be illuminated on the windshield, informing the driver if he is within a safe distance from
the HMMWV in front of him.
When too close or too far from the vehicle in front, the system will automatically adjust the
vehicle’s speed to keep the vehicle 100‐150 meters apart from the car in front.
Heart beat sensors would be included in the system so that convoy members are aware of the status of
each soldier in the convoy.
Target Markets/Customer Needs:
Primary Market: The primary market is the United States Army, the users of the HMMWV
Secondary Market: The secondary market is the civilian automobile manufacture
Humvees must ensure success of convoys
People in Humvees must remain safe during convoy
Humvee must be able to drive on poor road conditions
Humvee must be able to drive in poor weather conditions
Any Humvee must be able to become the leader
Humvees must reduce the amount of accidents
Humvees should be able to warn drivers of upcoming dangers on the road
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Humvees should be able to map out the road ahead of them
Humvees must be able to move in a circular path without being thrown off track
Humvee must be able to drive at high speeds (50 km/hr) without being thrown off track
Humvee must employ and use sensors
Humvee detects obstacles on the road
Humvee must be responsive and be able to avoid obstacles
Humvee must be able to stay in a three car formation during convoy
Humvees must be five meters apart throughout convoy
Humvee is able to maintain a three car formation black out conditions
Humvee should be safer
Humvees should be more user friendly
Humvee must remain lightweight
Humvee must still be affordable
Must be cheap to employ technology in the Humvee
Must be cheap to employ technology on the highway
Manufacturing cost must remain low
Technology is not limited to Humvees
Technology should be applicable to cars used on the highways
Assumptions:
Using our system will require that the HMMWV operators be trained and equipped with the
skills to maintain and read the system. This will include knowing what each of the indicator lights mean
and being able to translate these signals to the driver. We must also assume that the soldiers may be
under a great deal of stress, and not performing to their best ability due to the circumstance of them
driving for days without sleep, food and an abundance of water. The operators of the leading HMMWV
will be under the greatest amount of pressure and highest level of stress due to their position and its
greater degree of danger, seeing as the leading vehicle in a convoy will be the enemy’s main target. We
must assume that the soldiers will find themselves in black out conditions as well as all extreme weather
conditions, including extreme wind, rain, snow, and dust storms, in which our system must be able to
uphold and perform effectively. We have determined through an army general that millions of dollars
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have been spent on individual HMMWV’s in the past; however we can assume that we must pay
attention to budget and cost when designing our system. An unrealistically expensive system will be
unlike to be used.
Stakeholders:
‐ BAE Systems‐ BAE Systems is taking our idea and using their time, work power, and funds to
implement the idea into the military HMMWV. They will either succeed or fail depending on the
success of the new system.
‐ Federal Government‐ the Federal Government oversees the army and the sensor system will
improve the convoy sector of the military, allowing the government to focus it’s attention on
other parts of the US Army
‐ US Army‐ The US Army will be using the sensor to protect their soldiers and convoys. The system
will protect the lives of US soldiers in combat
‐ HMMWV manufacturer‐ The system must be installed in the HMMWV by the manufacturer of
the HMMWV, which will have various costs associated with the installation for the manufacturer
‐ Car companies (GMC, Ford, etc.)‐ The system will be tweaked to be available in civilian vehicles.
The car companies installing the system in their cars will have added costs and new profits open
to them with the introduction of the system in their vehicles
‐ Civilian drivers of new cars‐ The drivers of new vehicles with the sensor system will receive the
benefits of the system on the road. They will be safer and less likely to be involved in a motor
vehicle accident
Benchmarking
We generated ideas that could implement in both the short run and the long run. For both time
frames we used technology that is currently being employed right now. In the short run we want the
technology to match or exceed our benchmarking. In the long run we want the technology to
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technologically pass the benchmarking. The benchmarks main purpose was to set a target for
maintaining distances between cars, avoiding obstacles, and ensuring convoy success. We used six
benchmarks.
The first benchmark is Lexus’s Dynamic Laser Cruise Control. The Dynamic Laser Cruise Control is
an innovative look on cruise control. For the most part, until recently most cruise controls relied on
moving at a set speed. However, Lexus has recently employed technology that allows people to travel
and maintain a certain distance between the cars. The Laser Cruise Control is also beneficial because it
signals the driver whether he should slow down, speed up, or maintain speed. This technology is going
to be used to benchmark maintaining distances between the HMMWVs during the convoy.
Another benchmark is the Bonneville Head Up Display. The Head Up Display is also known as
HUD. The HUD is a system that allows the driver to stay focused on the road; furthermore, drivers are
able to see their speed while driving because the HUD projects the speedometer onto the driver’s
windshield. This will be the benchmark of notification systems like to how to notify the drivers of various
obstacles without distracting him.
Moreover, a benchmark is Volvo’s heartbeat sensor. Volvo recently decided to install heart beat
sensors in their car seats. Volvo decided to use the heartbeat sensor for a magnitude of reasons. The
biggest reason for Volvo is to stop intruders from being in the car. However, we decided to use this
technology for a different reason. Our purpose for the heartbeat sensors was to inform each convoy car
about the health of other soldiers in the other cars. Therefore, passengers will know what course of
action to take during problems like if someone is sniped in blackout conditions. This is benchmark to
help maintain a lead vehicle, ensure the safety of the drivers, and to aid in convoy success.
Background Research
The High Mobility Multi‐purpose Wheeled Vehicle (HMMWV) is the replacement vehicle for the
M151 series jeeps. The HMMWV's mission is to provide a light tactical vehicle for command and control,
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special purpose shelter carriers, and special
purpose weapons platforms throughout all
areas of the modern battlefield. The
HMMWV is equipped with a high
performance diesel engine, automatic
transmission and four‐wheel drive that is air
transportable from a variety of aircraft. The
HMMWV can support payloads from 2,500 ‐ 4,400 pounds depending on the model. The HMMWV can
be used in the field as anything from an ambulance to cargo transportation.
AM General was among three companies awarded “Phase I” contracts in July 1981; those
contracts provided funding for production of prototype HMMWV vehicles for the U.S. military to test. In
accordance with the suggestions from the engineers contracted by the United States military, the
Humvee’s seven‐slotted grille first appeared in a blueprint completed in November 1982.
Since its inception, the HMMWV has undergone numerous design and configuration updates
and changes. These changes have included technological, environmental, operational, and safety
improvements, such as higher payload capability, radial tires, 1994 Environmental Protection Agency
emissions update, commercial bucket seats, three‐point seat belts, four‐speed transmissions, and, in
some cases, turbo‐charged engines and air conditioning.
The specific HMMWV we are working with is the AM General M998 Truck. The specifications are
provided in the table below:
Specifications
Manufacturer AM General
Width 85"
Ground Clearance 16" Loaded
Length
M966 / M998 / M1025 / M1035 / M1043 / M1045 / M1097 180"
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M1026 / M1036 / M1038 / M1042 / M1044 / M1046 185"
M996 / M997 202"
Height
M998 / M1035 / M1037 / M1038 / M1042 69"
M966 / M1025 / M1026 / M1036 / M1043 / M1044 / M1045 / M1046 73"
M996 86"
M997 102"
Vehicle Curb Weight
M998 / M1035 / M1038 7,700 lbs.
M966 / M1025 / M1026 / M1036 8,200 lbs.
M1043 / M1044 / M1045 / M1046 8,400 lbs.
M966 / M1037 / M1042 8,660 lbs.
M997 9,100 lbs
M1097 / M1097A1 10,000 lbs.
M998A1 / M1035A1 / M1038A1 7,880 lbs.
M966A1 / M1025A1 / M1026A1 8,380 lbs.
M1043A1 / M1044A1 / M1045A1 / M1046A1 8,580 lbs.
M996A1 8,580 lbs.
M997A1 9,280 lbs.
Performance
Maximum Speed 55 mph Governed @ Gross Weight
Range 275 - 337 mi.
Maximum Grade 60%
Side Slope 40 deg.
Fording Without Kit:30"
With Kit: 60"
Equipment Specifications
Cab
Crew Seating 2-4 Man
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Speeds 3 Speeds Forward/ 1 Reverse
Transfer Full Time All Wheel Drive, Integral Transfer Case
Self-Recovery Winch (Optional)
Operation Electric
Load Capacity Fifth Layer - 3,360 lbs.
Fourth Layer - 3,780 lbs.
Third Layer - 4,310 lbs.
Second Layer - 5,020 lbs.
First Layer - 6,000 lbs.
Table 1: High Mobility Multi‐purpose Wheeled Vehicle Specifications
Along with the above specifications, the M998 is the general shape of most HMMWV’s in use
today. The wide front and long back allow for increased storage and hauling capabilities. The 0.39 meter
ground clearance and 2.18 meter width allow for many obstacles encountered in everyday driving to be
avoided. However, when obstacles of larger proportions are encountered, the rigidity and strength of
the HMMWV are tested. We would like to provide drivers with an increased chance in avoiding
obstacles, allowing for less reliance on the manufacturing of the HMMWV and more reliance on
avoiding possible hazards.
Figure 1: M998 HMMWV Basic Dimensions
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In designing our system, the extreme weather conditions of Iraq must be considered. The
average temperature ranges from higher than
120 degrees Fahrenheit in the summer months of
July and August to below freezes in January.
Similar to that of extreme southwestern United
States, Iraq has hot, dry summers, cold winters,
and a moderately warm spring and fall. About
Figure 2: Temperature and Precipitation of Baghdad
90% of the annual rainfall falls within November and April, most between December and March. August
through September are dry months. There are two different kinds of wind in the summer. The first is the
southern and southeasterly sharqi, present between April to early June and between September and
November, and characterized by dry, dusty wind with sporadic gusts up to 80 km/hr. The second is the
Shamal, present between mid‐June to September, is a steady wind from the north and northwest, and
containing very dry air which allows sun heating on the land surface as well as providing a cooling effect.
Iraq is broken up into several different topographic regions and climates. The western and
southern desert region has a climate of hot summers and cool winters. Brief fierce rainstorms occur
here in the winters which usually accumulate 10 centimeters. Approximately a third of the nights are
cloudy here in the winter, with the rest being clear.
There is almost no precipitation in the rolling upland (foothill) region in the summer but some in
the winter, with clear summer nights and dense clouds common in the winter. The rainfall in the winter
accumulates an average of 38 centimeters.
In the southeast alluvial plain of the Tigris and Euphrates Delta, most of the precipitation
accompanied with thunder storms occurs in the winter and early spring with an average annual rainfall
of 10 to 17 centimeters. There are cloudy nights in the winter but mostly clear nights in the summer.
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While the influence of the Persian Gulf is not potent, the region near the gulf has a higher relative
humidity than other areas in Iraq.
In the region of mountains in the north and northeast most of the precipitation occurs mostly in
the winter and spring, with very little rainfall in the summer. In the high mountains over 1,500 meters,
there is heavy snowfall in the winter and thunderstorms in the summer. Annual precipitation in this
region varies from 40 to 100 centimeters. This region has cloudy winter nights and clear summer nights.
It is important to note that these extreme weather conditions and ranges of temperature will
affect people as well as their equipment. The humidity and scarcity of water in several areas will certain
affect the physical performance of the soldier as he becomes dehydrated and fatigued from the extreme
heat. During dry seasons, driving vehicles will cause clouds of dust in desert regions which can impair
the vision of the driver. There is often flooding across roads which will cause the vehicles to slow down
and make resupply efforts difficult in the rainy season. Clear skies make air superiority crucial, with air
operations being decreased in the windy season.
One of preliminary steps in background research was gather information on the sensor
technology available. We knew the basic functions about the different types of sensors. From there we
went and made a list of sensors that we thought would help with the convoy. The list included infrared
sensors, acoustic sensors, radar sensors, and computer
sensors. For all the sensors we gathered background
information. After completing this list we used the provided
chart to assess the cost, weight, dimensions, frame of view,
and other important statistics. (See Chart Below)
Infrared sensors measure the infrared light radiating
from objects within sight. They are often deployed in making
Figure 3: Sensor Ranges
motion sensors. Motion sensors detect motion by measuring a
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change in temperature between two objects; for example, the change in temperature between a wall
and a human. Another reason that infrared sensors work so well is that they make use of black body
radiation, and everything emits black body radiation so infrared sensors can detect virtually anything.
Infrared sensors are very useful in detecting motion within their field of view. Another type of sensor is
the acoustic sensors make use of sound. Acoustic sensors often use a microphone to observe noise
levels and noise frequencies. Furthermore, another type of sensor is radar sensors. Radar sensors use
electromagnetic waves to measure various things. Range, velocity, and direction are all things that are
measured by radars. Radars are not limited to sitting objects because they have the ability to detect
fixed objects as well. Finally, we also wanted to make use of computer vision. Computer vision is what a
machine sees and relays back to a computer, and it has many uses. We thought that the most important
uses of computer vision would be detecting events, controlling process, and organizing information.
Table 2: Sensor Background Information
Brainstorming of Ideas
We began to formulate ideas for this project after we completed all of the research and background
presentations. First, we began to develop ideas that would relate to the types of sensors that could be
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used. We looked at how the various types of sensors function. Once we finished that we decided how
they could be applied to the Humvee. After we came up with ideas for the applications of the sensors,
we tried to come up with concepts that could be used now and in the future. First we looked at the
technology available to people now. Next, we started to decide what technology we would use. Once
that was done, we started coming up with new innovative ideas to ensure convoy success.
We came up with ideas for each type of sensor. Infrared sensors would be used in helping
maintain a three car convoy formation. In addition, we wanted to use infrared sensors in black out
conditions because they rely on temperature and not on light. The main purpose of the acoustic sensors
would be to monitor potential enemy threats outside and to alert the driver if they should take an
alternate route. We wanted to use the radars to detect upcoming obstacles and to detect any roadside
obstructions. Another use of the radars is also to determine how fast oncoming traffic is approaching. By
knowing how upcoming traffic is approaching, the Humvee is able to determine what course of action to
take. Lastly, radars can be used to enemy threats like rocket propelled grenades, which can allow the
driver to slow down or give other Humvees an early notice to become the lead vehicle. Computer vision
is helpful in finding obstacles, determining how to avoid the obstacle, and executing the plan of desire.
After the sensor ideas were done, we started to come up with other ideas. The first idea that we
came up with was a Head Up Display, which is also known as HUD. The HUD is a device that portrays
things from the dashboard onto the windshield. By using the HUD, the drive is able to keep his eyes on
the road and still be able to see everything that he needs to see. This can prevent accidents and trouble
during the vigorous driving conditions. Next, we came up with the idea of a Heartbeat Sensor. The
Heartbeat Sensor is something that is used in certain new Volvo models. It was initially installed as a
system to prevent intruders from sneaking into the car. We thought that this could be used in order to
notify all the soldiers on the convoy about the vitals of the soldiers in the other Humvees. Moreover, we
thought about using a Backup Camera. During our research we learned that rear view mirrors are
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useless and when the Humvee has to reverse one of the soldiers has to navigate the Humvee. As of now
this is both risky for the soldier and for the entire Humvee because it is moving slow while one the
soldiers is a sitting target. Thus, we wanted to use two different ideas to eliminate this problem. The
first idea was using a Back‐Up Camera. When the car is reverse, the system will turn on a screen which
shows what is behind them. Therefore, they do not need a troop to risk his life by standing outside.
However, we thought if something is not the view of the camera then the Humvee there is a problem
again. We decided to have some sort of back up sensor to detect what is behind the Humvee and the
distance to the Humvee. This will practically eliminate all the problems associated with reversing. The
next issue we addressed was maintaining a three car formation while being a certain distance apart. We
thought about what is out in the market now and what can be deployed. The idea that we came up with
was Laser Cruise Control. Laser Cruise Control is something that Lexus uses and is a form of cruise
control in which you have two options, which are to drive at a set speed or a set distance to the car in
front of you. Therefore, by using this we can allow the Humvees to maintain their formation during the
convoy. Another one of our ideas was a night vision windshield. We know that the drivers wear night
vision and drive with that, but the concern was irritation from wearing the night vision and limited range
of vision. Hence, by using a night vision windshield both of these issues are resolved.
After we came up with what we felt were adequate ideas that could be used today, we started
to think about the future. We began to brainstorm the possibility of future technology. Our first idea
was touch screen guided driving. The concept behind this is a fusion of a touch control GPS and cruise
control. The concept behind the system is that a screen displays a map that a GPS would normally
display. The driver before departing has an option to map out a desired route. IF the driver is
preoccupied with something else like enemy fire, he can set the cruise control on and the car will follow
the path. However, if there is a warning about a roadside obstruction the driver has the option to switch
cruise off and take the lead. The other idea is a turn sensitive steering wheel. The concept behind this is
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that a computer will observe future obstacles and using sensors, algorithms, and other technology
assess the best alternate route. Based on this, the HUD will display a series of lights on the windshield
indicating the degree to turn the steering wheel. As the steering wheel turns, the lights turn off the on
the screen. When the windshield resumes normal appearance, which is without any lights, the turn has
been executed in a way to avoid the obstacle and keep the convoy going.
Evaluation of Ideas
Once we finished brainstorming, we began to evaluate all of ideas using a screening matrix. We
used two separate matrixes, one was for the sensors and the other was new technology we wanted to
use. We used two matrixes because we had different criteria.
After using our matrix for the new technology we figured out what ideas we would use. First we
got rid of ideas that did not make sense. The first idea to go was the night vision windshield. The night
vision was unneeded. The soldiers in the Humvee already wear night vision goggles during the convoy;
therefore, it is a waste of money and does not help the people anymore. Next, the heartbeat sensor was
removed. The heartbeat was a good benchmark because it is some of the best technology available;
however, in Humvees it is not that helpful. The heartbeat sensors are open to a lot of damage, which
may lead to skewed data and problems. Moreover, the heartbeat sensors can only be used partially
because all the people in the convoy are not sitting on actual seats.
Then we looked through our idea list and decided on which ideas we should combine. First, we
decided to combine the VORAD Back up Sensors with the Rear View Cameras. We wanted to combine
these two things to aid the Humvees in reversing and turning around. Currently, when Humvees reverse
or turn around they move slowly and jeopardize the health of the soldiers. However, by using a
combination of these ideas the Humvees have a greater gap to move faster and more efficiently because
they can both see and sense obstacles behind them. We wanted to make a few tweaks to the
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technology before using it. Next, we combined the HUD (Head up Display) with the Dynamic Laser Cruise
Control. Currently, the laser cruise control displays its symbol by the speedometer, which leads to the
driver taking his eyes off the road. We used the HUD to make sure that the driver would not have to
take his eyes off the road, but the laser cruise control forces the driver to do this. Hence, we decided to
display the laser cruise control systems on the windshield as well via the HUD. This would allow us to
accomplish our goal of keeping the driver focused.
Finally, we looked over our ideas that we would keep alone to make sure that they would work
out. Both of ideas are ideas that we wish to employ over the long run. The first of the two ideas is to use
a new steering wheel. The steering wheel provides that driver with information about how hard they
have to turn to avoid the obstacle. The next idea is also a long run idea and it is computer aided driving.
We wanted to use the various lasers with the aid of GPS to create a map of the terrain. The driver could
then map out the path he wanted to make on the GPS screen and then drive along this path. By hitting a
cruise control button the car would automatically stay on this route via algorithms and the lasers. Both
of these ideas cannot be used now, but in the long run they can be very helpful to ensuring convoy
success.
After we evaluated all of our ideas we conducted a brief matrix for the different type of sensors.
The data supported using most of the lasers except for one. The only type of sensor that would not work
is the acoustic sensor. The acoustic sensor would create a lot of problems for the soldiers during the
convoy. Most of the time, the car is driving fast on rough terrain, which creates a lot of noise. There are
a lot of naturally occurring noises outside the Humvee as well like animals. The noise inside the Humvee
is usually loud as well. When adding all of these noises together it is clear the acoustic sensors would be
ineffective because there are too many noises skewing the data collected. Thus, we eliminated the
acoustic sensors but kept everything else.
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Remaining Items Needed to Know
‐ Cost of system‐ The cost of the system is important to know because the system must be cheap
enough to provide a profit for the stakeholders involved in the production of the sensor system
‐ Time needed to manufacture the technology‐ The time needed to manufacture the system is key
to knowing how many of the sensor systems can be created at one time and the labor costs
associated with the production
‐ Time needed to react to obstacles‐ The time needed for the system to calculate an obstacles
position and what course of action to take is crucial to know for the driver of the HMMWV
‐ How will the lead vehicle notify the trailing vehicles when he is maneuvering around
obstructions? ‐ It is important to know when the lead vehicle will make a maneuver so the
trailing vehicles can move in the same path
Design Matrices
Table 3: Screening Matrix for HMMWV components
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Table 4: Screening Matrix for Sensors
Table 5: Weighted Matrix for HMMWV components
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Solution Analysis:
In our final solution, we have compiled
several different sensors to create our
system. The dynamic cruise control
system will consist of two modes. The
first is the standard cruise control mode,
in which the constant speed of the
vehicle is maintained. The second mode
is a vehicle‐to‐vehicle system distance control mode. In this mode, the vehicle will determine the lane
the vehicle is in, as well as the lanes other traveling vehicles are in. Within this mode, there will be four
controls: constant speed control, deceleration control, follow‐up control, and acceleration control. The
dynamic cruise control will use primarily a millimeter wave radar sensor placed on the front of the
HMMWV in the grill. On the outside of the vehicle, a second yaw rate and deceleration sensor will be
placed behind the rear view mirrors of the HMMWV. In addition to this, long range radar will be placed
on the front of the vehicle, near the location of the wave radar sensor. This sensor has an angular range
of 10 degrees, so to increase this range we will add two infrared radars on either side of the long range
radar, towards the side of the HMMWV grill. Each of these radars has an angular range of 40 degrees,
which in turn will allow the system to detect a wider range of obstacles ahead.
Integrated within this system will be the head up display. After the information is received and
analyzed from these sensors, the head up display will communicate to the driver the speed of their own
HMMWV, the speed of the vehicles ahead of it, and if there is an obstacle approaching head. By using
the head up display, crucial information will be communicated directly to the driver, without needing to
be informed by the passenger. As a result, the driver will have more time to react to the unpredictable
surroundings. The head up display will project this information on the windshield, preventing the driver
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from having to look away from the road. The other information and maps of the landscape obtained by
the different sensors will be communicated on a screen viewed by the passenger, who will then relay
this information to the driver as it applies.
In addition to these sensors, computer vision will be incorporated in our system. Small video
cameras will be placed on both rear view mirrors to convey what is occurring in a 90 degree view range
on either side of the vehicle. In addition, we will use a VORAD back up sensor placed at the rear of the
car below the hitch. This radar based sensor will detect both station and moving objects in a 15 ft. by 15
ft. area behind the car when it is in reverse. The radar based technology of this sensor will work under
poor weather conditions, such as rain, which is an important factor in Iraq. The view will be conveyed on
a computer screen, similar to that of the cameras placed on both sides of the HMMWV.
Sensor Detail
The first sensor that we are deploying is a long range radar sensor. This will be placed in front of
the HMMWV in protective casing. The radar will work by emitting electromagnetic waves. These
electromagnetic waves will find an object and bounce back to the sensor. This information will then be
relayed to a computer. From here the information is displayed both on the windshield as well as the
blue force screen to inform both the driver and navigator. Moreover, the second sensor that we used is
the infrared sensor. We are going to use two infrared sensors. The infrared sensors will be placed near
the headlights in the front of the car. The infrared sensors work by using blackbody radiation. The sensor
observes things in its scope of vision. If it detects anything that is emitting a different blackbody
radiation, or heat, than this information is relayed to a computer. The computer than tells the driver
through the HUD the direction of the object, and it informs the navigator through blue force. In addition,
we used a computer vision sensor. There are two computer vision sensors in our car. One sensor is
placed on each side of the car near the rear view mirrors. We know that the rear view mirrors are not
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used in the car. Thus, we are giving the drivers their vision back with the computer vision sensors. The
computer vision sensors are like cameras. They see what is going on outside and around them, and then
relay this information to a computer. From the computer the information is put on a monitor that the
navigator is monitoring. Furthermore, another sensor that we used is the Dynamic Laser Cruise Control.
This is a highly developed sensor that is deployed by Lexus. It uses waves to find where cars are and
then relays the information to a computer. The computer then signals both the driver through the HUD
and the navigator through the blue force about what course of action is required to remain the three car
formation. The sensor itself is a radar sensor and works like the radar sensor. Lastly, we are using the
VORAD Backup Sensor. This is simply a radar sensor placed on the back of the car. It works like a normal
radar sensor, but the difference is that the sensor is on the back of the car.
Calculations
We decided that the best approach to avoiding an obstacle is to slow down and then execute the turn.
Our radars allow us to execute an almost perfectly circular turn. Therefore, we used equations for
uniform circular motion and kinematics. The calculations are below:
Constants:
r = 8.07 m
vi = 50 km/hr * 1000 m/1 km * 1 hr/3600 s = 13.89 m/s
a = 1.3 g
Slower velocity:
a= v2/r
1.3(9.8) = v2/8.07
v2 = 102.8
v = 10.14 m/s
Distance to slow down:
a = .17g
vf2 = vi2 + 2ad
(10.14)2 = (13.89)2 + 2(.17) (9.8) (d)
9.011 = 2(.17) (9.8) (d)
d = 27 m
Total distance:
xtot = d + r
xtot = 27.04 + 8.07
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xtot = 35.11
Analysis: You have to start to slow down at least 35 meters before the object to avoid the object.
Time to slow down:
d = vi(t) + (1/2) (a) (t)2
27.04 = 10.14(t) + (1/2) (.17) (9.8) (t)2
0 = .833t2 + 10.14t – 27.04
Note: Use Quadratic Formula to derive the value
t1 = 2.25 s
Time to turn:
t2 = 2π(r)/2v
t2 = π(8.07)/(10.14)
t2 = 2.5 s
Total time:
ttot = t1 + t2
ttot = 2.25 + 2.5
ttot = 4.75
Analysis: The deceleration and the turn to avoid the object will take 4.75 seconds.
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Cost Analysis of Driver Assist System
Materials Cost
• The sensor system is a system with multiple devices that are each assigned an individual
cost in the cost analysis chart below.
Individual System parts
Name Quantity Total Cost
Radar 1 $1,000,000
IR Sensor 2 $14,000
Computer Sensor 2 $40,000
VORAD System 1 $6,000
Back‐up Camera 1 $500
Touch monitor 1 $659
Lexus Cruise Control 1 $1,000
Head‐up Display 1 $190
Computer Mainframe 1 $23,000
Computer Monitor 2 $1,014
Protective casing For all external parts $2,400
Total Cost of System $1,089,763
• Total cost of the sensor system is $1,097,763. Note that some parts have rough cost
estimates
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Labor Costs
• Labor cost calculations are based on the assumptions that there are four people working
on three HMMWVs simultaneously at $30.00/hour. After installation, the three‐car
convoy needs to be tested. Sixteen hours of testing with two employees is needed for
the testing of the HMMWV convoy.
Labor costs for Implementation of Driver Assist System
Time to Implement Cost of installation w/ 4 people at
Part (hours) $30/h
Radar 1 $120
IR Sensor 1 $120
Computer Sensor 2 $240
VORAD System 1 $120
Lexus Cruise Control 1 $120
Total 11 $1,320
• The total cost of labor for the installation of the system in one vehicle is $1320, and
therefore the total labor cost of installation for a three‐vehicle convoy is $3960.
• The basic cost can be calculated using a simple equation:
Basic Cost of 3 vehicle convoy = $3,293,289 + [($1320)*3] + $2880 = $3,300,049
Total cost of 3 vehicle convoy = $3,293,289 *1.3(profit margin) = $4,254,276
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