International Journal of Engineering Trends and Technology (IJETT) – Volume 16 Number 4 – Oct 2014
Self-Secured and Rescue System for Module
Automobiles
Y.Sreekanth Reddy1, K.Kanthi Kumar 2, K Venkata Murali Mohan3
1
pursuing M.Tech (ES) , 2 Associate professor (ECE) , 3Professor and HOD(ECE)
1,2,3
Holy Mary Institute of Technology and science (HITS), Bogaram,Keesara, Hyderabad. Affiliated to JNTUH,
Hyderabad, Telangana, INDIA
Abstract — The world has welcome with open arms the
advent of automobiles. Life has taken a turn along with it
driving the path of luxury. With this came the demons of
road accidents which are consuming a large proportion of
our population. The gates for vehicle thefts have set some
infamous records as well. The project uses the
advancement in technology to mitigate this crime and
provide a safe living sphere. This paper introduces the
principle of the device, and puts forward for the detection
algorithm for detecting occurrence of an accident.
Keywords— Accidents, automobiles, detection algorithm.
I. INTRODUCTION
The population is spread over a vast area and the
distribution of highway networks is also sparse in India. Road
accident is the most common causes of death among citizens
in India. Especially in severe accidents, the victims are unable
to call for help and in secondary roads, vehicles may not be
located easily by rescue personnel. Therefore, it is necessary
to monitor the important vehicles such as buses and trucks by
automatic alarming device.
Emergency call systems have been applied in Europe
and America. The main products: OnStar: General Motor
Corporation, Rescue (Remote Emergency satellite Cellular
Unit): Ford Motor Company, Teleaid: German Volks Wagon
and Mercederz Benz Auto Companies, August Horch’s
emergency call system, European Union’s eCell. The practice
shows that such a system can effectively decrease the number
of accident related deaths, especially in remote areas.
But there are many types of vehicles and less traffic
in India, and the emergency call systems can’t be installed in
different types of vehicles, need to adjust the system
parameters, these emergency call systems are not applicable in
India.
This paper presents a new type of automatic alarming
device, and the detection of algorithm based on data source
from multi-sensor network built in the automatic alarming
device. The alarming device will be able to solve the problem
well and has been applied in India.
ISSN: 2231-5381
II. PRINCIPLE OF THE DEVICE
The alarming device consists of a controller, acceleration
sensors, angle sensors module, GPS module and a GSM
module. The design schematic of the device is shown in Fig. 1.
GPS
module
Acceleration
sensors and
angle sensors
module
GSM
module
Monitoring
Center
Controller
Fig. 1. Design Schematic of Alarming Device
The controller obtains acceleration data and angle data
from acceleration sensor module and angle sensor module.
The detection algorithm written in the controller detects
whether an accident occurs. If the algorithm detects the
accident, the controller sends a command to the GPS module
to obtain the location of the current vehicle and then sends a
short message of alarm to monitoring center through GSM
cellular network to complete the alarm function.
The contents of the alarming short message includes the
latitude and longitude of the location of the current vehicle,
date, time, crash type, license plate, name of the driver, and
mobile number of the driver.
When the alarming device detects an accident, the buzzer
placed in the device sounds an alarm to remind the driver. If
the driver doesn’t cancel the alarm after a minute, the short
message of the alarm will be sent to the monitoring area. If the
driver cancels the alarm, the device starts to detect whether an
accident is occurred again. Even if the driver loses
consciousness in the accident, the driver will also be rescued
in time.
III. DETECTION ALGORITHM
All Body injury usually results from impact acceleration or
overload effects on human body in an accident. It causes pain,
loss of consciousness and a variety of mechanical damage,
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International Journal of Engineering Trends and Technology (IJETT) – Volume 16 Number 4 – Oct 2014
even death also. The damage degree relates to peak of
overload, rate of overload, action time direction of overload,
position of human body and other factors.
Each component of vehicle has got different acceleration
on impact; the sensors of the alarming device are placed
exactly at the center of gravity of vehicle in order to calculate
the acceleration of driver in an accident. It is different from
most of all emergency call systems.
The detection algorithm is used to detect an accident
accurately and judge crash types. The crash types include
frontal collision, rear-end collision, side collision and rollover. The detection algorithm is applicable for all types of
vehicles. The detection of an accident is obtained by listening
constantly to the crash sensor. It always used to transmit the
data to the controller. The controller also keeps scanning the
data continuously. If it is found that there exists a design
parameter value exceeds a given threshold value, the buzzer of
the device sounds an alarm to remind the driver. After 1
minute, if the driver does not manually cancel the alarm, the
device alarms automatically.
IV. EXPERIMENT RESULTS
In order test the alarming device performance, we have to
experiment on two issues: Testing whether the device is
trigger false alarm when the vehicle is in normal driving and
testing of vehicle frontal impact simulation.
A. Testing whether the device is triggering false alarm:
The alarm device is attached to a vehicle, to test
whether the device is triggering false alarm when the vehicle
is in normal driving, Crash sensors placed on the roof can get
higher acceleration and higher angle of tilt than placed in
center of gravity of the vehicle and it is very easy to detect
whether the device is triggering false alarm as shown in fig 2.
mobile phone of testing person. The testing person can decide
whether the device triggers a false alarm or not.
Fig.3. Testing ground
The analysis of experiment shows that the alarming device
will not cause any false alarms at the speed of 40 to 70 km/h
range. The alarming device has obtained the design
requirements.
B. Sled Test of Vehicle Frontal Impact Simulation
Now we need to test the alarming device by sled test of
vehicle frontal impact simulation. Firstly we need to know
whether the alarming device is generating a condition that the
alarming device has no alarm, but it should alarm. We will
contrast the acceleration module data from the alarming
device with the acceleration data from sled test system to
check the alarm effect of the alarming device. The sensors of
the alarming device are arranged as shown in Fig. 4.
Fig.4. Sled test of vehicle frontal impact simulation
Fig. 2. Test whether the device may trigger false alarm
When the vehicle is in normal driving and passing through
speed control humps and braking at the speed of 40, 50, 60,
70km/h, as shown in Fig. 3 respectively. We will take the
test three times at each speed. If the alarming device gives a
false alarm, a SMS along with alarming will be sent to the
ISSN: 2231-5381
Fig. 5. Alarm Short Message
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International Journal of Engineering Trends and Technology (IJETT) – Volume 16 Number 4 – Oct 2014
We are done a sled test of vehicle frontal impact simulation
at the speed of 50km/h. The mobile phone of testing person
successfully received the alarm SMS and the judgment of
crash type was accurate as shown in Fig. 5.
Notes in Statistics. Berlin, Germany: Springer, 1989, vol.
61.
[3] S. Zhang, C. Zhu, J. K. O. Sin, and P. K. T. Mok, “A novel
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VII.
Fig. 6.
We had contrasted the acceleration data from the alarming
device with the acceleration data from sled test system like in
Fig. 6. The acceleration data is not filtered. The blue curve in
the fig 6. represents the change of acceleration from sled test
and the red curve represents the change of acceleration from
the device. The change of acceleration is noted as similar. The
two curves are divided into 3 levels. The difference in T1 and
T3 between these two curves is mainly due to the different
choices of sampling frequency and sensors. T2 is considered
as the main part of the impact. Both these peaks in T2 are
basically similar about 25g. Both the durations in T2 are
basically similar about 100ms.
V. CONCLUSION
This paper represents the principle of the alarming device
and puts forward the detection algorithm for detecting
occurrence of an accident and recording the crash types. After
the occurrence of an accident, the alarming device can give
the alarm automatically, so that the injured people will be
rescued in time. The alarming device is suitable for all types
of vehicles, and monitors the important vehicle in India. We
have verified that a false alarm triggered from the device will
not be occurred by testing if the device is triggering false
alarm or not, when vehicle is in normal driving. And we also
verified the condition that the alarming device has no alarm,
but should alarm will not be occurred by sled test of vehicle
frontal impact simulation.
AUTHOR DETAILS
Y. Sreekanth Reddy, pursuing M.Tech
(ES) at Holy Mary Institute of
Technology
and
science
(HITS),
Bogaram, Keesara, Hyderabad. Affiliated
to JNTUH, Hyderabad, Telangana,
INDIA
K. Kanthi Kumar ,working as a
Assistant Professor (ECE) at Holy Mary
Institute of Technology and science
(HITS), Bogaram, Keesara, Hyderabad.
Affiliated to JNTUH, Hyderabad,
Telangana, INDIA
K V Murali Mohan is working as a
Professor & HOD (ECE) at Holy Mary
Institute of Technology and science
(HITS), Bogaram, Keesara, Hyderabad.
Affiliated to JNTUH, Hyderabad,
Telangana, INDIA
VI. REFERENCES
[1] S. M. Metev and V. P. Veiko, Laser Assisted
Microtechnology, 2nd ed., R. M. Osgood, Jr., Ed. Berlin,
Germany: Springer-Verlag, 1998.
[2] J. Breckling, Ed., The Analysis of Directional Time Series:
Applications to Wind Speed and Direction, ser. Lecture
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