This document summarizes and analyzes the cruise control system in vehicles. It first investigates control concepts in cruise control and develops simplified models. It then introduces adaptive cruise control modeling in traffic simulation. Finally, it discusses future developments of advanced adaptive cruise control. The document analyzes components, mechanisms, physical models and control systems of conventional cruise control. It simulates open-loop and closed-loop cruise control models and adds a PI controller to improve response.
This document summarizes and analyzes the cruise control system in vehicles. It first investigates control concepts in cruise control and develops simplified models. It then introduces adaptive cruise control modeling in traffic simulation. Finally, it discusses future developments of advanced adaptive cruise control. The document analyzes components, mechanisms, physical models and control systems of conventional cruise control. It simulates open-loop and closed-loop cruise control models and adds a PI controller to improve response.
This document summarizes and analyzes the cruise control system in vehicles. It first investigates control concepts in cruise control and develops simplified models. It then introduces adaptive cruise control modeling in traffic simulation. Finally, it discusses future developments of advanced adaptive cruise control. The document analyzes components, mechanisms, physical models and control systems of conventional cruise control. It simulates open-loop and closed-loop cruise control models and adds a PI controller to improve response.
This document summarizes and analyzes the cruise control system in vehicles. It first investigates control concepts in cruise control and develops simplified models. It then introduces adaptive cruise control modeling in traffic simulation. Finally, it discusses future developments of advanced adaptive cruise control. The document analyzes components, mechanisms, physical models and control systems of conventional cruise control. It simulates open-loop and closed-loop cruise control models and adds a PI controller to improve response.
Abstract The cruise control system in a vehicle is studied in
details. First, control concepts in cruise control system are
investigated. Second, simplified cruise control models are developed and simulated. Third, an introduction to adaptive cruise control system is presented. Fourth, modeling of adaptive cruise control system in a traffic simulation is carried. Finally, the future development of the advanced adaptive cruise control system is presented. Index TermsCruise Control, Control System, Vehicle, Modeling, Simulation I. INTRODUCTION ruise control system has become a common feature in automobiles nowadays. Instead of having the driver frequently checing the s!eedometer and ad"usting !ressure on the gas !edal or the brae# cruise control system control the s!eed of the car by maintaining the constant s!eed set by the driver. Therefore# cruise control system can hel! reduce driver$s fatigue in driving a long road tri!. This !a!er !resents the control system behind the cruise control. C II. %&C'(ROUND %efore getting into to the control system conce!ts of cruise control# the com!onents and the basic mechanism of the cruise control system in a vehicle are summari)ed. A. Components of Cruise Control Cruise control system can be divided in to three main !arts# which are the in!ut# the !rocessor# and the out!ut. The in!ut of the system includes the setting buttons on the steering wheel# gas !edal# brae# clutch and the feedbac signal of the cruise control. The !rocessor of the system is to control the s!eed of the car by utili)ing the control system theory. The out!ut is the throttle !osition# which is corres!onding to the actual s!eed of the car. 1) Input of Cruise Control There are usually three to five setting buttons on the steering wheels for the in!ut to the cruise control system. The buttons are on*off# set*accel# resume# and coast. The on button turns on the cruise control function. The off button turns off the cruise control function. The set*accel button is to set the s!eed of the car to the current s!eed that the car is driving at. &lso# by ta!!ing the set*accel button once can increase the s!eed of the car by +m!h and so forth. The resume button is to set the s!eed of the car bac to the last maintained s!eed# which is the s!eed right before the cruise control is disengaged. The coast button is to decrease the s!eed of the car. The brae and the clutch are the other in!uts to the cruise control system. ,hen the !edal is !ressed# the cruise control system is disengaged# so the s!eed control of the car is taen over by the driver in ad"usting the gas !edal and the brae. -urthermore# the s!eed for the cruise control can be set by !ressing the gas !edal to accelerate the car to the desired . '. /ie is a student at the 0ngineering De!artment# Calvin College# (rand Ra!ids# 1I 23425 6email7 hlie258calvin.edu9. s!eed# and then hitting the set button. &lso# when the cruise control is engaged# the gas !edal overrides the set s!eed from the cruise control# so the car accelerates as long as the gas !edal is !ressed. -inally# the feedbac signal from the measured s!eed of the car is taen into account of the in!ut of the curse control system. This in!ut is closely related to the control system of the cruise control. The detailed of the feedbac in!ut is !resented under the control system of cruise control later. 2) Processor of Cruise Control The !rocessor of a cruise control is a control system designed to obtain the s!eed set by the driver. It !lays an im!ortant role in the cruise control system. The !rocessor is integrated with electronic com!onents to a system transfer function# which is discussed under the control system of cruise control in detail. 3) Output of Cruise Control The out!ut of the cruise control is the throttle !osition. The actual s!eed of the car varies corres!onding to different throttle !osition# as the throttle valve limiting how much air the engines taes in. & different air:to:fuel ratio in the combustion !rocess affects the !ower and the s!eed of the engine# and this eventually leads to the change of the car s!eed. B. Mechanism of Cruise Control &n overview of the relationshi! between different com!onents of cruise control system is shown in -ig. +. The !rocessor of the cruise control system is shown as the Cruise Control Com!uter in the figure. The !rocess of the cruise control system in a vehicle is7 -irst# the driver sets the desired s!eed of the car by turning on the cruise control at the desired s!eed that the car is traveling at and hit the set button. &n alternate way to set the desired s!eed of the car is by ta!!ing the set*accel button to increase the s!eed of the car or by ta!!ing the coast button to decrease the s!eed of the car. ;econd# the !rocessor of the system gets the in!ut signal# and then sends the out!ut signal to the actuator. Third# the actuator ad"usts the throttle !osition. -inally# the changes in the throttle !osition would leads to the changes in the s!eed of the car traveling. &lso# the actual s!eed of the car is measured by a sensor and sent to the !rocessor. The !rocess of sending the current s!eed of the car continues for the !rocessor to maintain the desired s!eed# as long as the cruise control is engaged <+=. This !rocess is e>!lained in details in terms of control system conce!ts later. Cruise Control ;ystem in ?ehicle 'aren /ie# Calvin College + -ig. +. Relationshi! between different com!onents in cruise control system The throttle valve connects to the actuator and the gas !edal by cables# so the throttle !osition can be ad"usted by the actuator and the gas !edal. ;ome actuators are !owered by the engine vacuum to close and o!en the throttle. The !ulse frequency corres!onding to the s!eed of the car is sent to the vacuum controlled dia!hragm conned to the accelerator# and it regulates the amount of the vacuum the diagram received <@=. III. CONTRO/ ;A;T01 IN CON?0NTION&/ CRUI;0 CONTRO/ A. Design Consideration & cruise control system needs to accelerate to the desired s!eed in a short time without overshooting the s!eed of the car. &lso# it needs to maintain the s!eed with little deviation# when the car is driving u! or down a stee! hill. B. Phsical Model -irst# the inertia of the wheels of the car is neglected. ;econd# the friction of the car is assumed to be the friction caused by the motion of the car. Then# a !hysical model of the cruise control system is illustrated as shown in -ig. @ <B=. The mass# m# is indicated as the mass of a car. -ig. @. -ree:body diagram of a car %y using Newton$s second law of motion# a differential equation of the cruise control model can be obtained# as in 6+9. 6+9 where v is the velocity of the car# b is the friction of the car and u is the force from the engine. Then# by a!!lying /a!lace Transform theorem# 0q. 6+9 becomes 0q. 6@9. ms ? s 6 9 b ? s 6 9 + U s 6 9 6@9 &fter rearranging 0q. 6@9# the transfer function of the o!en: loo!ed cruise control system is obtained# as is 6B9. 6B9 where A6s9 is ?6s9 in 0q. 6@9. Cruise Control ;ystem in a vehicle is a closed:loo! control system. & sim!lified model of the cruise control system is develo!ed# and its bloc diagram is shown in -ig. B. -ig B. %loc Diagram of Cruise Control ;ystem in a Car C. Design !pecification ;ince it is critical for a cruise control system to obtain the desired s!eed in a short time without overshoot# the design s!ecification is determined7 Rise time C 4 sec Overshoot C +DE ;teady:state error C @E D. Assumption -or the sim!lified cruise control model# the mass# the friction constant and the force from the engine of the car is assumed7 m F +DDDg b F 4D NGsec*m u F 4DD N ". Modeling and !imulation 1odels of cruise control system are develo!ed from the o!en:loo! system to the closed:loo! system. Then# models with HI controller are further develo!ed in terms of different control constants. &lso# simulations of different models are !resented and discussed. 1) Open#loop !stem The cruise control system without controller and feedbac is im!lemented on the ;imulin# as shown in -ig. 2. In other words# the control system for the s!eed of the car taes no consideration of the actual s!eed of the car traveling. -ig. 2 Cruise control ;ystem without feedbac and controller The res!onse of the o!en:loo! system to a ste! in!ut is shown in -ig. 4. @ m dv dt b v t 6 9 + u t 6 9 A s 6 9 U s 6 9 + ms b + -ig. 4. Res!onse of the o!en:loo! of cruise control The steady state error is about 3IE. & feedbac loo! is needed to add to the system to bring the res!onse bac to the desired s!eed. 2) Closed#loop !stem The cruise control system with a unity feedbac loo! is im!lemented as shown in -ig. 5. The res!onse of the system to a ste! in!ut is shown in -ig. J. -ig. 5. Cruise control system with feedbac -ig. J. Res!onse of the closed:loo! system The steady state error of the closed:loo! system is even slightly larger than that of the o!en:loo! system as in -ig. 4# because the feedbac:loo! reduces the accuracy of the res!onse. 3) PI Controller & HI controller is added to the cruise control system to achieve the desired res!onse of the system. Therefore# a HI controller is added to the model of cruise control system# as shown in -ig. I. -ig. I. Cruise control system with controller -irst# only the !ro!ortional control 6'!9 in the controller is considered. The closed:loo! transfer function of the cruise control system with a !ro!ortional control is obtained# as in 649. 649 The !ro!ortional control in the controller is turned on and is set to +DD. The res!onse of the system with '! F +DD is shown in -ig. 3. The steady state error of the system with the !ro!ortional control is reduced from 3IE to B2E. &lso# the settling time of the system is decreased. -ig. 3. Res!onse of the system with '!F+DD ;econd# both the !ro!ortional control 6'!9 and the integral control 6'i9 in the controller are considered in the cruise control model. The closed:loo! transfer function of the cruise control system with the HI controller is obtained# as in 659. 659
The integral control in the controller is turned on and is set to +D. The res!onse of the system with 'i F +D and '!F +DD to a unit ste! in!ut is shown in -ig. +D. The steady:state error of the system is eliminated by adding the integral time control# but overshoot of the res!onse is introduced. &lso# the res!onse time of the system is shortened. -ig. +D. Res!onse of the system with '! F+DD and 'i F+D Third# the !ro!ortional control and the integral control of the controller are ad"usted to meet the design s!ecifications of the cruise control model. B A s 6 9 U s 6 9 '! ms b '! + 6 9 + A s 6 9 U s 6 9 '! s 'i + 6 9 ms @ b '! + 6 9 s + 'i + The first design s!ecification of the cruise control system is to have the rise time less than 4 second. Therefore# the rise time of the cruise control model needs to decrease# such that the cruise control system can reach the desired s!eed within a few seconds. %y increasing the !ro!ortional gain constant on the controller from +DD to 4DD# the rise time of the system is decreased as shown in -ig. ++. -ig. ++. Res!onse of the system with '!F 4DD and Ti F +D The !ro!ortional gain is further increased to IDD# so the rise time is decreased to about B.4 seconds# as shown in -ig +@. Therefore# the rise time for the cruise control system with '! F IDD and 'i F +D meets the design s!ecification. -ig. +@. Res!onse of the system with '!FIDD and 'iF+D The second design s!ecification of the cruise control system is having the steady state error of the res!onse less than @E. -or the res!onse of the system shown in -ig. +@# the steady state error is about 2E. Therefore# the value of the integral time constant is increased to further reduce the steady:state error. ,hen the integral time constant is changed to 2D# the controller of the model essentially eliminates the steady:state error of the res!onse. The res!onse of the cruise control model with the controller of '! FIDD and 'i F 2D is shown in -ig. +B. There is no overshoot in the res!onse of the system# so the third design s!ecification is met. ;ince the system is overdam!ed# the +D:3DE rise time is used and is estimated to be @.I sec# which meets the design s!ecifications. Therefore# the model with the controller of '! F IDD and 'iF 2D meets all the design s!ecifications of the cruise control system. -ig. +B. Res!onse of the system with '! F IDD and 'i F 2D ;ince the controller with the !ro!ortional control and the time integral control is able to achieve the desired res!onse of the system# a derivative control is not necessary to add to the model to ee! the sim!licity of the controller. $) "ffect of the %eight of the Car to Cruise Control !stem Cruise control system usually comes with the vehicle in two ways. One way is that the vehicle is equi!!ed with the cruise control system as one of the features in the vehicle as a whole !acage from the vehicle manufacturer. This is the case mostly for the vehicles have been out in the maret in these recent years. ¬her way is to install the cruise control system on the older models of vehicles which are not equi!!ed with the cruise control feature. The cruise control system needs to ada!t to the changes of the weight of the car# es!ecially for those commercial available cruise control system that is to be installed on the car after the !roduction. In order to see how the weight affects the res!onse of the cruise control system# cruise control model with different weights of car are simulated on the ;imulin. -irst# the weight of the car is changed from +DDDg to 4DDg# and the !rocess transfer function of the model is obtained# as stated in 6J9. 6J9 The cruise control model is simulated with the same controller# which has '! F IDD and 'i F 2D# and the res!onse of system is shown in -ig. +2. The steady state error of the system is slightly larger than @E. There is no overshoot in the res!onse# and the +D:3DE rise time of the res!onse is +.5 sec. 2 A s 6 9 U s 6 9 + 4DD s 4D + -ig. +2. Res!onse of the system with m F 4DDg# '! F IDD and 'i F 2D ;ince the steady state error is slightly larger than the design s!ecification# the controller constants are varied to obtain a desired res!onse. %y increasing the integral time constant to 24# the steady state error of the res!onse becomes @E# while the +DK 3DE rise time is still be about +.5 sec and there is no overshoot# as shown in -ig. +4. Therefore# all the design s!ecifications are met for the cruise control system with the car weight of 4DDg. -ig. +4. Res!onse of the system with m F 4DDg# '! F IDD# and 'i F 24 ;econd# the weight of the car is increased to @DDDg# so the new !rocess transfer function of the cruise control is obtained# as stated in 6I9. 6I9 The model with m F @DDDg and the controller of '! F IDD and 'i F 2D is simulated# as shown in -ig. +5. The system has no overshoot# and the rise time is about I sec. &lso# the steady:state error is about B.4E. -ig. +5. Res!onse of the system with m F @DDDg# '! F IDD and 'i F 2D In order to meet the design s!ecification for the steady: state error and the rise time# the control constants in the controller are ad"usted to obtain a desired res!onse. &fter a few combinations of different values of the contoller# '! is !iced to be @DDD and 'i is !iced to be ID. The cruise control model with the new controller is simulated# and its res!onse is shown in -ig. +J. The system has no overshoot and +E steady:state error. &lso# the rise time of the res!onse is about 4 sec. Therefore# the design s!ecifications of the cruise control with car weight of @DDD g are met. -ig.+J Res!onse of the system with m F @DDD# '! F @DDD# and 'i F ID I?. &D&HTI?0 CRUI;0 CONTRO/ &da!tive cruise control 6&CC9 system taes the traffic flow into consideration in controlling the s!eed of a vehicle. &CC system not only maintains the !re:set s!eed of a vehicle# lies a conventional cruise control system does# but it also maintains a constant distance between the vehicle and the vehicle ahead by ada!ting the s!eed. ?ehicle equi!!ed with &CC system has a forward:looing sensor at the front of the vehicle to detect the relative s!eed of the !receding vehicle and the distance in between the two vehicles. Therefore# the difference between an &CC system and a CC system is that &CC system has the ability to ada!t the s!eed of the !receding vehicle. 4 A s 6 9 U s 6 9 + @DDD s 4D + A. Bac&ground &CC system was first introduced in +33I by Toyota on !roduction vehicles in La!an# and it was a laser:based system for Toyota$s Hrogress com!act lu>ury sedan. Then# Nissan introduced a radar:based &CC system for its Cima 2+/?:@# a lu>ury sedan sold in La!an. /ater# Laguar also offered an &CC for its M'R cou!es and convertibles sold in (ermany and %ritain in ;e!tember +333 <2=. Other car manufacturers# for e>am!le# 1ercedes:%en)# &udi# Cadillac and %1,# have &CC feature available now in their selected models. -urthermore# the first model equi!!ed with &CC system available in the United ;tates was /e>us$ /; 2BD. &da!tive cruise control system measures the distance to the !receding vehicle and the relative s!eed of the vehicles. ,hen there is no vehicle ahead on the roadway# the &CC system wors in the same way as the conventional cruise control system. ,hen there is a !receding vehicle or another vehicle cuts in front of the host vehicle# the &CC system measures the distance from the host vehicle to the vehicle ahead. If the measured distance is less than the desired distance !reset by the driver# &CC system slows down the car with a ma>imum deceleration of B.4m*sN@ by closing the throttle valve and*or automatically a!!lying the brae until the !reset distance is obtained <2=# <4=. &lso# if the measured distance is larger than the !reset distance# the host vehicle resumes the !reset s!eed. The basic com!onents and subsystems in an &CC system on a traveling vehicle are shown in -ig. +I. -ig. +I. Com!onents of the &CC system in driving on road Therefore# &CC system coordinates the driving behavior with the flow of traffic. & bloc diagram of the &CC vehicle integration system is !resented by Del!hi Coo!eration# as shown in -ig. +3 <I=. -ig. +3. ?ehicle integration with &CC system The &CC controller# which is the body com!uter module 6%C19 in the model shown in -ig. +3# regulates the s!eed of a vehicle by communicating to the 0O%C1 and 0C1 through a high:s!eed lin. In such communication between the controller and other com!onents# deceleration or acceleration commends can be sent to the brae and the throttle. 0ven though the &CC systems can reduce the chances of collisions between cars# the manufacturers of these systems and the car com!anies do not refer them as safety devices in order to avoid the liability claims in the collisions ha!!ened between cars equi!!ed with &CC systems <2=. Instead# &CC systems are mareted as driver aids. -urthermore# &CC system cannot detect non:moving ob"ect on the road. B. !ensors The sensor of the &CC system detects the vehicle ahead through the use of either radar or lidar. /idar is light detecting and ranging# and it is a laser:based analog to radar. &lso# /idar is less e>!ensive to !roduce and is easier to !acage. Oowever# it !erforms !oorly in rain and in snow. The light beams of lidar are narrower than water dro!lets and snowflaes# so it !ushes down the signal:to:noise ratio in bad weather. ;ince the engineers acnowledged the shortcoming of the lidar# the laser:based &CC system in car models such as /e>us$s /;2BD lu>ury sedan in @DD+ automatically turns itself off in bad weather situation. The bad weather situation can be detected by the &CC system from the ra!id setting of windshield wi!ers# the activating of the anti:brae system# or the sli!!ing of tires on turn. On the other hand# the radar sensor in &CC system can detect moving vehicle at distance u! to +@D m or even +4D m in fog# heavy rain or other weather conditions. The radar ty!ically o!erates in the millimeter:wave region at J5:JJ (h). These high frequencies of the radar can reduce the 5 antenna si)e# so the car manufacturers can mount the radar inside a car$s front grille without changing the sha!e or the construction of the vehicle. &n e>am!le of grille:embedded radar is in %1, 4 ;eries model# as shown in -ig. @D <5=. &lso# a ty!ical automotive radar# !roduced by Del!hi Delco 0lectronic ;ystems# is roughly has a si)e of +2 by J by +Dcm. -ig. @D. %1, M4 with long range radar sensor The reason for automaers to choose the laser:based over the radar:based system is that &CC system should not wor far beyond what the driver can see in bad weather situation# for e>am!le# in rain heavy enough to cut the driver$s visibility on traffic down to +D m or less. Then# the driver can drive in a safe s!eed by taing control of the car s!eed manually in conditions of !oor visibility# instead of driving too fast by relying on &CC system# which can be dangerous. Oowever# the automaers of radar:based system argue that the driver needs &CC system the most to detect the !receding vehicle# while the driver cannot see far due to !oor visibility. C. Modeling & model of &CC system in highway merging control is conducted by Ra"a ;engu!ta and Ping Mu from University of California. & cut:in scenario in highway is modeled in the study and is described here. -irst# a host vehicle equi!!ed with &CC system is following its !receding vehicle. ;econd# a third car in the ad"acent lane cuts in between the two vehicles# and it becomes the new !receding vehicle of the host vehicle. Third# the host vehicle detects the distance to the cut:in vehicle and the relative s!eed of the two cars# so it ada!ts to the traffic flow and slows down to mae room for the new !receding vehicle. The &CC model in the cut:in scenario is im!lemented on 1atlab*;imulin. The &CC controller is modeled# as stated in 639# in the simulation. The distance between two cars is indicated as the range. 639 where r6t9 is the range# dr6t9*dt is the range rate# and is the desired range. The controller gains are indicated as v and !. The gains are used to deal with different relation of the range and the range rate# so that the controller reacts more aggressively in a shorter range and more negative range rate <J=. The desired range is defined as 6+D9# which is a curve fitting result of human driver behavior <J=. 6+D9 In the simulation of the model# the velocity of the !receding vehicle remains +@.4 m*s for the whole time. The host vehicle equi!!ed with &CC system is traveling at @4 m*s# when the distance between the two cars is +4D m at time 6t9 F D sec in the simulation. &t t F +D sec# the third vehicle cut in front of the third vehicle and becomes the new !receding vehicle# so the range between the host vehicle and its !receding vehicle dro!s instantaneously# as shown in -ig. @+. -ig. @+. Range of the &CC vehicle to the !receding vehicle &lso# the changes of the velocity of the host vehicle with time are shown in -ig. @@. -ig. @@. ?elocity of the &CC vehicle vs time The actual acceleration is close to the desired acceleration of the &CC vehicle# as shown in -ig. @B# where the dotted line is the desired acceleration and the solid line is the actual acceleration. ,hen the merge:in occurs at time F +D sec# the host vehicle decelerates at @.2 m*sN@ to obtain a desired distance to the merge:in vehicle. Then# the host vehicle accelerates from :@.2 m*sN@ to slightly above D m*sN@ after obtaining a desired distance. -ig. @B. &cceleration of the &CC vehicle vs time & trial &CC model in a merge:in situation is constructed on ;imlulin as shown in -ig. @2. J a des t 6 9 v t r t 6 9 d d
! r t 6 9 r d t 6 9 ( ) + r d t 6 9 r d t 6 9 5.BB v D.2I @ + -ig. @2. & Trial &CC 1odel in a merge:in situation The controller for the vehicle is the same as the one used in the final cruise control model in the simulation. The actual distance measured is modeled by a signal builder on ;imulin# as shown in -ig. @4. The distance loo! feeds bac to the cruise control loo!# after the measured distance is subtracted from the desired distance as shown in -ig.@2. -ig. @4. Distance In!ut vs time In the beginning of the merge:in scenario simulation# the &CC vehicle is traveling behind the !receding vehicle at a desired distance. &t time F 5 sec# a third vehicle cuts in front of the host vehicle# such that the new distance between the merge:in vehicle and the host vehicle is larger than the desired distance# and the new distance remains the same for 5 sec. Then# at time F +5 sec# the merge:in vehicle starts to cross over to another lane. -inally# at time F @D sec# the distance between the host vehicle and vehicle ahead is bac to the desired distance. The trail &CC model is simulated# and its res!onse to a ste! in!ut is shown in -ig. @5.
-ig. @5. Res!onse of the trial &CC model &t time F 4 sec# the &CC vehicle has reached to the desired s!eed. Then# a third car merges in front of the &CC vehicle# so the out!ut velocity of the &CC vehicle dro!s below the desired s!eed# as shown in -ig. @5. Due to the feedbac loo! in the control system# the &CC vehicle accelerates to achieve the desired res!onse. /ater# the merge:in vehicle dro!s out# so the &CC vehicle has some overshoot in its res!onse# but it finally goes bac to its desired s!eed# as shown in the res!onse from the simulation in -ig. @5. ?. N0MT (0N0R&TION A. !top#and#'o Adapti(e Cruise Control ;ince a ty!ical ada!tive cruise control system only o!erates at a s!eed above 2D m*h# an advanced version of ada!tive control# sto!:and:go ada!tive cruise control# is develo!ed to com!ensate &CC system in traveling at a lower s!eed# es!ecially in a heavy traffic "am. ;to!:and:go ada!tive cruise control system detects the relative s!eed to the !receding vehicle and the distance between the two vehicles# and then controls the s!eed of the host vehicle in the s!eed range all the way down to D m*h. If the vehicle in front of the host vehicle sto!s# the sto!:and:go &CC system will bring the host vehicle to a com!lete sto! by disengaging the throttle and a!!lying the brae. &lso# the sto!:and:go &CC system will not re:engage the throttle after the vehicle was brought to a halt# as it gives the driver total control in accelerating the vehicle from the com!letely sto!. Once the sto!:and:go &CC system is engaged again# it accelerates and decelerates the vehicle according to the traffic flow and the cruise control s!eed. & millimeter:wave radar# which is used for ordinary &CC system# and a stereo camera or a short:range radar are needed for an &CC system enhanced with sto!:and:go feature. &ccording to 'ei"i -u"imura# a senior manager at -u"itsu Ten# a combination of the radar and the camera wors more efficiently in tracing the vehicle ahead and the non:moving ob"ects. & bloc diagram for a sto!:and:go &CC system is shown in -ig. @J <2=. I -ig. @J The sto!:and:go &CC system &utomaers have been develo!ing car models with sto!: and:go &CC features. -or instance# sto!:and:go &CC system is available on the %1, 4 and J series <3=. B. Corporati(e Adapti(e Cruise Control Cor!orative ada!tive Cruise Control 6C&CC9 is an advanced version of &CC system. C&CC system allows wireless communication about the s!eed and the acceleration of the vehicles between two or more vehicles equi!!ed with C&CC system. Therefore# C&CC system can detect another C&CC vehicle merges in sooner through the communication between the two vehicles than &CC system could. The res!onse time of the vehicle equi!!ed with C&CC system to the traffic flow is shortened as long as the vehicles in surrounding are equi!!ed with C&CC system as well. C&CC system is still under develo!ment. &lso# intensive studies and e>!eriments about C&CC system have been done by California Hartner for &dvanced Transit and Oighways 6H&TO9# a collaboration between the California De!artment of Trans!ortation# the University of California and others. ?I. R0-0R0NC0; <+= 'arim Nice# QOow cruise control system worsR# htt!7**auto.howstuffwors.com*cruise:control.htm <@= %ob Oewitt# SCruise Control %asicR# htt!7**www.minsterfi>it.com*cruise+.htm <B= Control tutorials for 1atlab7 0>am!le7 1odeling a cruise control system# htt!7**www.engin.umich.edu*grou!*ctm*e>am!les*cruise*cc.html. <2= ,illie D. Lones# S'ee!ing cars from crashing#R I""" !pectrum) ;e!t D+$# htt!7**www.gavrila.net*Com!uterT?ision*;martT?ehicles*1ediaTCoverage *s!ectrum.!df <4= SNissan Develo!s Cruise Control ;ystemR# Nissan Cor!orate Communications De!t.# News Release 6November @4# +33I9# htt!7**www.nissan:global.com*(CC*La!an*N0,;*@4c5.htm <5= %1, &(# S%1, &CC &ctive Cruise ControlR# (erman Car -ans# //C.# 2 &ugust @DDB# htt!7**www.germancarfans.com*News.cfm*NewsID*@DBDID4.DD+ <J= Ra"a ;engu!ta and Ping Mu# S;imulation# &nalysis and Com!arison of &CC and C&CC in Oighway 1erging ControlR# California Hartners for &dvanced Transit and Oighways# Richmond# C&. htt!7**!ath.bereley.edu*dscr*!ub*ivT@DDB.!df <I= Deron /ittle"ohn# Tom -ornari# (eorge 'uo# %ryan -ulmer# &ndrew 1ooradian# 'evin ;hi!!# Lose!h 0lliott# 'wang"in /ee# and 1argaret Richards# SHerformance# Robustness# and Durability of an &ntomatic %rae ;ystem for ?ehicle &da!tive Cruise ControlR# &;0 International# Detroit# 1I# ;&0 Technical Ha!er ;eriess @DD2:D+:D@44# 1arch @DD2. www.del!hi.com*!df*tech!a!ers*@DD2:D+:D@44.!df <3= %1, &(# S%1, &CC &ctive Cruise Control ;to! U (oR# (erman Car -ans# //C.# 2 &ugust @DDB# htt!7**www.germancarfans.com*News.cfm*NewsID*@DBDID5.DD@*bmw*+.h tml
?II. %IO(R&HOI0; 'aren /ie was born in Oong 'ong# on October @D# +3I@. ;he graduated from Calvin College# 1ichigan# United ;tates. 3