GOVERNMENT OF KARNATAKA

VISVESVARAYA TECHNOLOGICAL UNIVERSITY

JNANA SANGAMA, BELAGAVI-590014
A
Technical report
On
“ADVANCED DRIVER ASSISTANCE SYSTEM (ADAS): A REVIEW OF

SYSTEM AND TECHNOLOGIES”

Submitted in the partial fulfillment for the degree of
Bachelor of engineering
In
MECHANICAL ENGINEERING
Submitted by

Mr. ROHAN V PUTHANIKAR 2GO21ME435

Under the guidance of

Dr. MANJUNATHA S S
Co-guidance of
Dr. BANJARA KOTRESHA

DEPARTMENT OF MECHANICAL ENGINEERING

GOVERNMENT ENGINEERING COLLEGE

DEVAGIRI, HAVERI-581110

2023-2024
 GOVERNMENT OF KARNATAK
DEPARTMENT OFTECHNICAL EDUCATION

GOVERNMENT ENGINEERING COLLEGE DEVAGIRI,

HAVERI-581110
(Affiliated To Visvesvaraya Technological University)

DEPARTMENT OF MECHANICAL ENGINEERING

Certificate
This is to certify that the Project work on “Advanced Driver Assistance System (ADAS): A
Review of Systems and Technology” carried out by, Mr. ROHAN V PUTHANIKAR
(2GO21ME435),are bonafied students of Government Engineering College, Haveri in the
partial fulfillment for the award of Bachelor of Engineering in Mechanical Engineering of the
Visvesvaraya Technological University, Belagavi during the year 2023-2024. The Technical
report has been approved as it satisfies the academic requirements in respect of a Technical
seminar prescribed for the said degree.

Co-Ordinator HOD Principal

Guide Co-Guide
Dr.Banjara Kotresha Dr. Muniraju. M Dr. Arun k. V Dr. Jagadish Kori
Dr. Manjunatha S.S
 ACKNOWLEGMENT

A project is never sole product of the person whose name appears on the cover. Many
people have lent their technical assistance, advices, and services.

We express deep gratitude to our Guide Dr. Manjunatha S S, Associate Professor

and Co-guide Dr. Banjara Kotresha, Assistant Professor, Department of Mechanical
Engineering, Government Engineering College, Haveri for providing continuous suggestions
extended to us with immense care and zeal throughout our project work.

We would also like to thank Dr. Muniraju. M, Technical Seminar Coordinator,

Department of Mechanical Engineering for giving continuous support and guidance to
carry out Technical Seminar work.

We would also like to thank Dr. Arun K V, Head of the Department, Department
of Mechanical Engineering, Government Engineering college, Haveri.

We would also like to thank Dr. Jagadish Kori, Principal of Government

Engineering college, Haveri.
We are extremely happy to acknowledge and express our sincere gratitude to our
friends who gave us constant support and encouragement and well-wishers for their help and
cooperation.

Mr. ROHAN V PUTHANIKAR 2GO21ME435

 CONTENTS

ABSTRACT I

CHAPTER-1 INTRODUCTION 01

1.1 INTRODUCTION 01

CHAPTER-2 SELF-DRIVING (AUTOMATION) LEVELS 02

2.1 SELF-DRIVING LEVELS 02

CHAPTER-3 ADVANCED DRIVER ASSISTANCE SYSTEM BASED ON

03
SENSORS

03
3.1 ADVANCED DRIVER ASSISTANCE SYSTEM BASED ON SENSORS

3.1.1 Forward Collision Warning 03

3.1.2 Forward Collision Warning System Features 03
3.1.3 Automatic Emergency Brake 04

3.1.4 Adaptive Cruise Control 04

3.1.5 Lane Keeping System and Lane Change Assistant 05

07
CHAPTER–4 SPECIFICATIONS OF VEHICLES SENSORS

4.1 SPECIFICATIONS OF VEHICLES SENSORS 07

4.1.1 RaDAR (Radio Detection And Ranging) 07

4.1.2 LiDAR (Light Detection And Ranging) 08

4.1.3 US (Ultrasonic Sensor) 08

4.1.4 Optical Cameras 09

CONCLUSIONS 11

REFERENCES 12
 LIST OF FIGURES
SL.NO. DETAILS PAGE NO
1. Current technologies for Assisted Driving 01

2. Levels of Automated Driving 02

3. Forward Collision Warning 03

4. Automatic Emergency Brake 04

5. Adaptive Cruise Control 04

6. LKS and LCA 05

7. Type of radars on vehicles 07

8. LIDAR look 08

9. Ultrasonic Sensor 08
10. A) Mono camera, (B) Stereo camera 09

LIST OF TABLES

TABLE NO DETAILS PAGE NO

1 Comparison of main technologies for environment perception 10

 ABSTRACT

Every year many accidents are reported due to high speed and wrong decision. A logical
principle is that each 1% increase in velocity will result in a 4% potential increase in the risk
of the fatal collision and an actual increase of 3% in the risk of a serious collision. Modern
day cars represent a symbiosis of several electronic subsystems that collaboratively give a
safe and sound driving experience. One of the car development technologies takes the form
of the Advanced Driver Assistant System development (ADAS). It is a system that necessary
to monitor various parameters associated with the vehicle, vehicle surroundings to detect
potentially dangerous situations at an early stage. Sensors with sophisticated devices, which
are known as Sensor Network (SN), were included already in many cars nowadays to achieve
(ADAS) technologies. A well-known ADAS is an Adaptive Speed Control system (ASC),
Automatic Brake System (ABS), Warning Collision System (WCS) and Legal Restriction
System to avoid high-speed dangerous. In addition , Lane Keeping System (LKS) and Lane
Change System (LCS).

I
Advanced Driver Assistance System (ADAS): A Review of Systems and Technologies

CHAPTER – 1
INTRODUCTION

1.1 INTRODUTION
Automotive companies are continuously improving vehicle safety, whereas safety systems
developed in vehicles can be divided into two categories: passive safety systems and active
safety systems. The passive safety system reduces the injuries sustained by passengers when
an accident occurs. For example, airbags and seatbelts have saved thousands of lives and
became a milestone in the automotive industry. Active safety systems refer to systems that try
to keep a vehicle under control and avoid accidents.

In this work, the active safety systems have been proposed and implemented. It is expected
that active safety systems will play an increasing role in collision avoidance in the future.
Each application supported by ADAS requires its private sensor(s); therefore adding new
applications will require more sensors.

Different sensors have different observation capabilities and various detection properties.
Many vehicle man`ufacturers and automobile device companies have attempted as shown in
Fig.1. For example, laser-based approach, radar-based approach or vision sensing to develop
speed control systems to maintain a vehicle safe distance, which represents one of ADAS
functions. In critical driving situations, this system warns and actively supports the driver
and, if necessary, intervenes automatically in an effort to avoid a collision.

Fig.1. Current technologies for Assisted Driving

DEPT. OF MECHANICAL ENGG. GEC HAVREI Page 1

Advanced Driver Assistance System (ADAS): A Review of Systems and Technologies

CHAPTER – 2

SELF-DRIVING (AUTOMATION) LEVELS

2.1 SELF-DRIVING LEVELS

Given that the vast majority of accidents can be attributed to human error, taking the driver
out of the loop may reduce or even eliminate driver error, which in turn, may lead to safer
roads. Maturation, integration and affordability of enabling technologies have turned self-
driving cars from science fiction into reality. Google’s self-driving car famously has been
clocking up thousands of accident-free miles and several countries are now preparing
themselves to adapt laws permitting self-driving cars on public roads. Automated vehicle
technologies have a range of capabilities, from anti-lock brakes and forward collision
warning, to adaptive cruise control and lane keeping, to fully automated driving . Following
the Society for Automotive Engineers taxonomy (SAE, 2018), Five levels of vehicle
automation have been defined as below Based on the capabilities of ADAS, already in use or
implementation, the automated vehicles in general and particularly the most popular concept
of automated driving become not just a vision of a remote future – rather closed systems like
metros and similar rail systems, and air traffic. The levels of automated driving are shown in
Fig.2

Fig.2. Levels of Automated Driving

DEPT. OF MECHANICAL ENGG. GEC HAVREI Page 2

Advanced Driver Assistance System (ADAS): A Review of Systems and Technologies

CHAPTER – 3

ADVANCED DRIVER ASSISTANCE SYSTEM BASED ON SENSORS

3.1ADVANCED DRIVER ASSISTANCE SYSTEM BASED ON SENSORS

To achieve the ADAS, the sensing process should be accomplished as a technique of
collecting necessary information about the physical parameters related to the car, what
surrounds it and the driver In the following points an overview of the specific ADAS
functions based on sensors technologies is given:

3.1.1Forward Collision Warning (FCW)

Forward Collision Warning (FCW) system is one intended to assist the driver in avoiding or
mitigating a rear-end collision via presentation of audible, visual, and /or haptic alerts, or any
combination thereof. FCW systems have forward-looking vehicle detection capability,
provided by technologies such as radar, lidar (laser), cameras, etc. By using the information
provided by these sensors, an FCW system alerts the driver that a collision with another
vehicle may be imminent unless a corrective action is taken. Sensors located in the front of
your car are able to detect how close you are to cars in front of you. These typically are
camera or radar-based. Warnings can come in the form of sounds, visuals, vibrations or a
quick brake pulse; or, a mix of warnings.

Fig.3 Forward Collision Warning

3.1.2 Forward Collision Warning System Features

 Scanners can monitor speed changes in objects up to 500 feet ahead of you
 They scan the road up to 20 times a second
 These scanners can detect vehicles, bicycles, motorbikes, and more
 They’re effective in any kind of weather and even at night
 They allow for 5 seconds of reaction time

DEPT. OF MECHANICAL ENGG. GEC HAVREI Page 3

Advanced Driver Assistance System (ADAS): A Review of Systems and Technologies

3.1.3Automatic Emergency Brake (AEB)

Automatic Emergency Brake (AEB) is an intelligent and complex system. Sometimes AEB
system is called Collision Warning with Auto Brake or Automatic Emergency Brake, the
specific name depends on the car manufacturer but the principle the same. This system can
apply braking power automatically without driver intervention. AEB continuously monitors
the area in front of the car and when the systems recognize a serious possibility of a collision
occurring then the driver is alerted to start braking and brakes are pre-activated. Sometimes
small braking power is applied to save as much braking distance as possible. If the driver, at
the critical distance, does not start braking, the system automatically applies as much braking
power as possible to stop the vehicle or to reduce speed and the possibility of the accident [9].
Most rear-end collisions occur in inter-urban areas at low speed. To monitor the rear-end of a
car, manufacturers use short-range lidar (light detecting and ranging) or long-range radar
(radio detecting and ranging) sensor. Short-range lidar is cheaper and works at speeds of up
to 50 km/h. The long-range radar sensor is necessary for adaptive cruise control as it can also
recognize critical situations and work at speeds of up to 200 km/h. The data from these
sensors are interpreted in the control unit to take the appropriates actions. [9], [10].

Fig.4 Automatic Emergency Brake

3.1.4Adaptive Cruise Control (ACC)

Adaptive Cruise Control (ACC) is a simple system which allows drivers to adjust their speed
and distance from a car in front without using the throttle or brake pedals. It can mean that a
driver does not concentrate enough and when some unexpected hazard occurs, the driver can
react late or panic and easily cause an accident. The first versions of ACC systems were
based on laser but bad weather conditions significantly affected reliability. There were also
problems recognizing the speed and positioning of the car in front when it was wet or non-
reflective. For these reasons, nowadays common ACC systems use Long Range Radar. This
radar works in a wider range of weather conditions and can recognize non-reflective cars.

DEPT. OF MECHANICAL ENGG. GEC HAVREI Page 4

Advanced Driver Assistance System (ADAS): A Review of Systems and Technologies

Typical Long Range Radar sees up to 200 m but in a narrow range. Car manufacturers often
use a combination of Long Range radar with Short Range Radar or with an optical system to
cover a wider range. A wider range is necessary at low speeds because the gaps are smaller.
There are other types of ACC system, including cheaper systems which do not support stop
and go, meaning that a car cannot automatically fully stop and then continue its journey. It
works only within a range of speeds e.g. from 50 km/h to 200 km/h. More sophisticated ACC
systems also have ultrasonic sensors which have a short range and are used at low speed to
get more precise information. Those systems can automatically stop and continue during
driving e.g. slow driving in traffic jams [11], [12] and [13]

Fig.5 Adaptive Cruise Control

3.1.5 Lane Keeping System and Lane Change Assistant

Lane Keeping System (LKS) and Lane Change Assistant (LCA) systems are designed to
reduce high-speed collisions especially on highways and to eliminate run-off-road accidents.
These systems use optical recognition of markers on roads, usually white lines. Because they
rely on optical recognition, those systems are sensitive to the quality of roads markings and
the effects of the weather. That means there is a high possibility of a mistake occurs in the
situation of heavy rain, snow or if there is excessive glare from the sun. LKS is a proactive
system that not only warns the driver when to start moving out of the lane but it can also turn
the steering to control the car direction and therefore decrease chances of an accident when
the driver does not pay full attention. Sensors that are used in common cars are Multi-
Function Mono Camera or Multi-Function Stereo Camera. Stereo camera has the advantage
of being able to recognize 3D objects, lanes and possibly obstacles [1], [14]. Fig.3 illustrates
LKS and LCA [15].

DEPT. OF MECHANICAL ENGG. GEC HAVREI Page 5

Advanced Driver Assistance System (ADAS): A Review of Systems and Technologies

Fig.3. LKS and LCA

DEPT. OF MECHANICAL ENGG. GEC HAVREI Page 6

Advanced Driver Assistance System (ADAS): A Review of Systems and Technologies

CHAPTER–4

SPECIFICATIONS OF VEHICLES SENSORS

4.1 SPECIFICATIONS OF VEHICLES SENSORS

The vehicles, which are fitted with ADAS, have many sensors to provide all the
necessary information to the systems. An overview of some sensors technologies used in
ADAS are given below:

4.1.1 RaDAR (Radio Detection And Ranging)

RaDAR (Radio Detection And Ranging) RaDAR is a sensor that uses electromagnetic
(radio) waves for detecting the distance of fixed objects and the distance and speed of moving
objects. It uses 22-29 GHz and 77-81 GHz radar. There are: - Short-range and wide-angle
(typically up to 50 m, 130 degree field of view). -Mid-range and wide-angle (typically up to
100 m and more than 30 degree field of view). - Long-range and narrow-angle (typically
more than 100 m and less than 20 degree field of view). Types of radars are shown in Fig.4
[17]. All automotive radars are of Doppler type. Radar sensors for ACC or AEB usually
contain two transmitters and four receivers or one transmitter and two receivers as a cheaper
option, which is used for detection of rear vehicles [15], [16].

Fig.4. Type of radars on vehicles

DEPT. OF MECHANICAL ENGG. GEC HAVREI Page 7

Advanced Driver Assistance System (ADAS): A Review of Systems and Technologies

4.1.2 LiDAR (Light Detection And Ranging)

Fundamentally, LiDAR is similar to radar, except that it utilizes a transmitted laser beam that
is then sent as a reflected light. It can be similarly used to determine the speed and distance of
potential hazards but from 10 to 20m at low speed. It typically has a shorter effective range
than radar. Its wavelength is 850 or 900 nm. LiDARs were first applied as sensors for ACC
because they were smaller. Nowadays they are often replaced by radars or cameras due to
high cost and low resolution capabilities [17] and [18]. Fig.5 shows the LiDAR look [17].

Fig.5 LIDAR look

4.1.3 US (Ultrasonic Sensor)

Ultrasonic sensors are also similar to radar in concept, except that they utilize the reflection
of ultrasound waves to determine the distance of an object in relatively close proximity. It
measures the distance by sending out a sound wave at a specific frequency and listening for
that sound wave to return. It is possible to calculate the distance between the sensor and the
detected object, where (distance = speed x time) and by recording the elapsed time between
the generated sound wave and the returned-back sound wave. Fig.6 shows the ultrasonic
sensor that is used in cars [16]

Fig.6. Ultrasonic Sensor

DEPT. OF MECHANICAL ENGG. GEC HAVREI Page 8

Advanced Driver Assistance System (ADAS): A Review of Systems and Technologies

4.1.4 Optical Cameras

Optical or vision systems, such as mono and stereo cameras, as shown in Fig.7 can be used in
some conditions to effectively map the environment of potential hazards. The strengths and
weaknesses of camera systems for quantifying the environment are similar to those of human
vision. Camera systems cannot directly sense the relative speed of a potential hazard and can
be sensitive to environmental conditions such as low sun angle, heavy precipitation, and fog
that reduce visibility. Therefore, they are often used in concert with radar sensors, where they
complement radar’s limited angular resolution and limited field of view. Stereo cameras
allow the distance of a potential hazard to be calculated. The usable distance for cameras is
short-range detection, typically less than 100m. Modern image processing methods and
dedicated image processing hardware have allowed the development of camera systems that
are very effective at identifying objects in the environment around the vehicle in real time. A
vision system achieves excellent lateral estimation but can fall short in longitudinal parameter
estimation. Another usage of cameras is for driver monitoring. These cameras monitor the
speed of eyes winking and head movements. From such information, the system can
recognize that the driver does not pay full attention and should stop [16].

Fig.7. (A) Mono camera, (B) Stereo camera

About the main technologies of RaDAR, LiDAR, US and Cameras, a summarization of

their main properties for the environment perception is in Table 1. The camera is a particular
case, as by itself cannot detect objects, but it depends on image processing algorithms to do
so. As can be seen, none of these technologies is ideal and an attractive idea is to complement
two or more to obtain the best results [14].

DEPT. OF MECHANICAL ENGG. GEC HAVREI Page 9

Advanced Driver Assistance System (ADAS): A Review of Systems and Technologies

Criteria Radar LIDAR Camera US

Very short range (0-1m) Only for short Poor Ok Very good
detection range radar

Short range (1-30m) Very good Very good Good Poor

detection
Long range (30-100m) Very good Medium Poor No
detection
Angle <10 Good Very good Good Poor
Angular measurement Good Very good Good Poor
Velocity measurement Yes No No No
Operation in adverse Very good Poor Poor Good
weather conditions
Operation at night Very good Very good Limited Very good

Table 1 Comparison of main technologies for environment perception

DEPT. OF MECHANICAL ENGG. GEC HAVREI Page 10

Advanced Driver Assistance System (ADAS): A Review of Systems and Technologies

CONCLUSIONS
The conclusion of an analysis of advanced driver assistance systems would typically
emphasize their potential to enhance safety, reduce accidents, and improve overall driving
experience. However, it might also acknowledge limitations such as reliance on proper
maintenance and user understanding. Additionally, it would highlight the ongoing evolution
of these systems and the need for continued research and development to address challenges
and improve effectiveness.

DEPT. OF MECHANICAL ENGG. GEC HAVREI Page 11

Advanced Driver Assistance System (ADAS): A Review of Systems and Technologies

REFERENCES
[1] M. Lu, K. Wevers, and R. Van Der Heijden, “Transportation Planning and Technology
Technical Feasibility of Advanced Driver Assistance Systems (ADAS ) for Road Traffic
Safety,” Transp. Plan. Technol., vol. 28, p. 167? / 187, 20115.

[2] M. Julia Carrillo, “Robotic Cars Test Platform for Connected and Automated Vehicles,”
UNIVERSITY OF CALIFORNIA, IRVINE Robotic, 2015.

[3] A. Shaout, D. Colella, and S. Awad, “Advanced Driver Assistance Systems Past , Present
and Future,” in Seventh International Computer Engineering Conference (ICENCO)

[4] D. Sunehra and K. Jhansi, “Implementation of Microcontroller Based Driver Assistance

and Vehicle Safety Monitoring System,” in 2015 International Conference on Information
Processing (ICIP), 2015, pp. 423–428.

[5] C. Diels and J. E. Bos, “Self-driving carsickness,” Appl. Ergon., vol. 53, pp. 374–382,
2016.

DEPT. OF MECHANICAL ENGG. GEC HAVREI Page 12