3G Wireless Technology

Deepak Mahajan College Roll no : 511/08 University Roll no: 80501108010

ABSTRACT: An adaptive traffic control system was developed where the traffic load is continuously measured by loop detectors connected to a microcontroller-based system which also performs all intersection control functions. Intersection controllers of an area are interconnected with a communication network through which traffic load and synchronization information is exchanged. As a result, the duration and relative phases of each traffic light cycle change dynamically. The new architecture is completely distributed and eliminates the need for a central computer to individually control traffic lights. For the basic function of the system only the intersection controllers are required. The connection of the central computer is needed only for system surveillance and for traffic data collection and storage. KEYWORDS: 3G, History, W-CDMA, CDMA-2000, TD-SCDMA. INTRODUCTION: 3G refers to the third generation of mobile telephony (that is, cellular) technology. The third generation, as the name suggests, follows two earlier generations .The first generation (1G) began in the early 80's with commercial deployment of Advanced Mobile Phone Service (AMPS) cellular networks. The second generation (2G) emerged in the90's when mobile operators

deployed two competing digital voice standards .3G or 3rd Generation, is a family of standards for mobile telecommunications defined bythe International Telecommunication Union,[1] which includes GSM EDGE, UMTS ,and CDMA2000 as well as DECT and WiMAX. Services include wide-area wireless voice telephone, video calls, and wireless data, all in a mobile environment. Compared to 2G and 2.5G services, 3G allows simultaneous use of speech and data services and higher data rates (up to 14.0 Mbit/s on the downlink and 5.8 Mbit/s on the uplink with HSPA+).Thus, 3G networks enable network operators to offer users a wider range of more advanced services while achieving greater network capacity through improved spectral efficiency.
1.

lights according to the actual traffic load is called an adaptive traffic control system. One traffic control technique is to distribute time cyclically to each phase of the intersection. These systems are called cyclic systems and they are characterized by: the scheduling period called the cycle time, the fractions of cycle time given to each intersection called splits, and the delay between two neighboring intersections to initiate each cycle called offset. Some traffic control systems called acyclic have been developed in the past years. In these

system, the terms cycle, splits, offsets have no meaning, because the system decides every time to switch or not to switch to the next phase. These systems implement the rolling horizon method which was introduced in the OPAC system (Gartner 1983) and which continued to be used in other systems such as CRONOS (Boilot et al 1992, Boilot 1994), PRODYN (Henry, Farges 1989), and ALLONS-D (Porche 1996).. The problem of capacity maximization is the same as the queue minimization problem. An adaptive traffic control system must have the ability to diagnose saturation conditions in the network and change the objective function as desired. In older fixed-time systems, there were multiple timing plans, but now a modern traffic control system can have multiple control strategies. From the above it follows that an urban traffic control system for a whole network must be flexible to switch in each intersection according to real time traffic data, but looking at it macroscopically, it must be synchronized and every switching in one intersection must be related to the switching in other intersections. That can not be done with the rolling horizon where every intersection is totally independent. In the proposed system the terms cycle, splits and offset still remain but they are no longer constant but dependent on real time traffic conditions. The strategy is implemented by a number of intersection controllers

interconnected in a communication network. That can not be done with the rolling horizon where every intersection is totally independent. In the proposed system the terms cycle, splits and offset still remain but they are no longer constant but dependent on real time traffic conditions. The strategy is implemented by a number of intersection controllers interconnected in a communication network. The design permits also system surveillance from a traffic control center. The system details as well as the control strategy are explained in detail in the rest of the paper.

Fig.1.1 : Intelligent traffic signal simulator layout

Fig1.2: Board of Education

Fig1.3: Connection of the input and output ports to Sensors and LEDs: NS 0 1 RRG YYR GGY

Fig1.4 : LEDs The system details as well as the control strategy are explained in detail in the rest of the paper. THIS PAPER discusses the use of Petri nets (PN) in modeling traffic signal control. At a signalized intersection, movements are combined to form phases, time intervals during which specific movements are given greens simultaneously. To ensure the safe and proper operation of the intersection, the signal controller must not allow conflicting movements to have the right of way simultaneously. However, it should be able to serve all signal phases and transition from one phase to another when specific conditions are met. Before any field implementation takes place, the control logic governing a signal controller should be tested to verify that these requirements are met. In this paper, it is shown that the PN formalism is an effective and advantageous way to develop such signal-control logic. I is also shown that the safety requirements listed above can be easily ensured by analyzing the structural properties of the PN model. The topic of traffic signal control can be separated into two categories: 1) determining what signal-indication sequence to follow in order to optimize the

system performance and 2) ascertaining howto implement the signal-control logic. This paper is focused on the second category. Before turning to our main discussion, a brief review on the optimal signal control is useful. There is a vast amount of literature focused on finding optimal control strategies. A variety of mathematical programming methodologies and artificial intelligence (AI) techniques have been used to model the traffic flow and control logic. For example, SCOOT one of the first major real-time traffic control systems, makes continual incremental adjustments in real-time of cycle lengths, splits,

Fig1.4 . :. Movements and phases. The first column of the table in this figure indicates the phase number, whereas the second shows the movements that are allowed for each signal phase. All eight

possible movements are shown in the diagram.

2.

SYSTEM ARCHITECTURE:

The basic structure of the proposed system includes a number of intersection controllers. One intersection controller is placed at each intersection and performs all functions and computations required at the intersection. These controllers are connected to a dedicated communication network, through which the controllers share information in order to remain synchronized. The intersection controllers may be connected also to a central computer. For the system basic function, which is traffic conditioning, only the intersection controllers are required. The connection to the central computer is optional and is needed only for system surveillance and for traffic data collection and storage. The functions that a system intersection controller performs are the following: it reads the detectors state and hence it computes traffic flow information, it computes the timing schedule for the intersection based on traffic flow, it communicates with the controllers of the adjacent nodes to share data and synchronization information, it switches traffic lights on and off and finally it checks the system for malfunctions. the controller consists of a motherboard and a number of cards connected to it. The heart of the motherboard is Intels 8051 microcontroller, capable of executing 1 million instructions per second and addressing a total of 128 Kbytes of program and data memory. In addition to the microcontroller, the motherboard has some auxiliary circuits and

a timer to interrupt the microcontroller at a 10-Hz rate for detector sampling. During each interrupt, the controller reads the state of the traffic detectors. On the motherboard there is an 8-bit bus which connects extension cards. Thus, for each particular traffic node, only the necessary cards need to be connected to the bus. There are four kinds of extenson cards: RAM, ROM, input and output. Input and output cards are used whenever input or output is required for the system. The main purpose of input cards is for reading the loop detectors, while the output cards are used for driving the power circuits that switch traffic. lights on and off. As shown in the block diagram of Fig. 1, the power circuits have also the ability to detect faults in the lamps. This feature is very important for an intersection controller and is described in detail in the Fault Detection section of this paper. In addition to the above, there is a communication card which is connected directly to the microcontroller rather than to the bus. The communication card consists of line driving circuits, signal regeneration circuits and multiplex circuits between the controller and the network. 3 TRAFFIC DETECTORS: An essential feature of any dynamic traffic control system is its capability to compute traffic flow rates at the controlled intersection. There are several methods to detect a passing vehicle (Klein L. A., et al, 1995), the most common of which is the loop detector. The main advantage of the loop detector is that it is robust and reliable, since it does not come in contact with vehicles and it is easily installed. Its

principle of operation is based on the detection of a vehicle as a metallic mass entering the magnetic field of an inductor and thus changing its inductance. This section describes a loop detector which was designed and implemented for the new system presented in this paper. The sensing element is a coil with dimensions of two by three meters placed just below the road surface and characterized by an inductance variation which depends on the proximity of a vehicle. Before proceeding further with the logic description, it is useful to define two termsmovement and phasewith the help. A movement is a specific traffic flow that occurs at the intersection. In our case, each intersection has eigh movements, 07. Movements 0, 2, 4, and 6 are left turns, while movements 1, 3, 5, and 7 are throughright combinations. Movements and phases. The first column of the table shown in the diagram above indicates the phase number, whereas the second one shows the movements that are allowed for each signal phase. All eight possible movements are shown in the diagram. Movements are paired to form phases. When a phase is selected, greens are displayed for both of the movements involved, while all other movements receive a red. For a typical intersection, like this one, eight phases are usually specified. Listed in the middle of the diagram, they run from phase 0, which combines movements 0 and 4, to phase 7, which combines movements 3 and 7. Without a loss of generality, we can assume that phase 0 represents east- and westbound lefts, phase 1 represents green for the westbound movements, and phase 7 represents green for the north- and southbound throughs and rights. A typical

pretimed phase rotation would be 0, 3, 4, and 7. This provides greens for all lefts, throughs, and rights in a simple predictable pattern. For a fully actuated signal, all seven phases can be displayed with skips allowed (e.g., 0, 2, 3, 7, 1, 3, 4, 6, and 7). Ideally, an optimum signal-switching strategy aims to provide a solution in which no vehicle ever stops at an intersection. In principle, phase transitions at all intersections organize the traffic such that a green band exists for every vehicle from every origin to every destination. So far, no such control strategy exists. Most common control strategies are: pretimed. 4. TRAFFIC DETECTORS: An essential feature of any dynamic traffic control system is its capability to compute traffic flow rates at the controlled intersection. There are several methods to detect a passing vehicle (Klein L. A., et al, 1995), the most common of which is the loop detector. The main advantage of the loop detector is that it is robust and reliable, since it does not come in contact with vehicles and it is easily installed. Its principle of operation is based on the detection of a vehicle as a metallic mass entering the magnetic field of an inductor and thus changing its inductance. This section describes a loop detector which was designed and implemented for the new system presented in this paper. The sensing element is a coil with dimensions of two by three meters placed just below the road surface and characterized by an inductance variation which depends on the proximity of a vehicle. The detector must be positioned at a distance of about 50 m before the stop line

at a traffic node in order to detect passing vehicles and not those waiting for a green light close to the node. For a road with more than one traffic lane, one detector must be placed at each lane. The loop detector .The loop coil is part of a Colpitts oscillator and thus any inductance variation will result in an oscillator frequency shift. The signal is then passed through a Schmitt Trigger type comparator where it is converted to TTL levels. The signal frequency variations, when a vehicle is passing over the coil, are very low, typically <5%. Also the signal is influenced by several environmental factors, such as temperature, moisture and road surface distortion. The latter factor may result sometimes to the complete destruction of the coil, a situation which can be detected by a special feature of the digital circuit . The complete loop detector circuit was designed using digital circuits including a microcontroller. This increases circuit reliability in the detection and provides the capability to upgrade the software used and to add new detection methods, e.g. pattern recognition. The microcontroller measures the Colpitts oscillator frequency every 10 msec, resulting in a resolution of one hundredth of a Hertz. This measurement must be compared with a reference value in order to detect the passing of a vehicle. The reference value is not fixed. The microcontroller stores every measurement in a 128-position, 8-bit FIFO memory space. From these 128 last measurements, the microcontroller finds the average which is used as the reference value for a vehicle detection. Using the average as a reference value is like filtering the signal from its small variations, which are dependent on the temperature, the moisture, the road

distortion or a parked car on a adjacent lane to the coil. If the microcontroller measures a frequency near zero, it assumes that the coil is destroyed and provides an output warning signal.
5.

PN REALIZATION:

A similar version of the signal-control PN model described here was used in [33] as a part of a larger PN model for simulating traffic in a network of signalized intersections. Beside the signal-control model (layer), there are two other system layers needed to simulate traffic under various signal-control strategies: an optimization layer and a simulation layer. The interfacing of these layers to the signalcontrol model (layer) is achieved through some places and transitions of the control net, which are explained at the end of this section. Control over the signal timings is split between the PN model and usergenerated C code (optimization layer). The PN covers the logic concerning signal indications (green, yellow, and red) and the transitions between indications (one light goes red before another goes green). The choice of which phase to service next and signal timing are contained in the usergenerated code. According to the above protocol, no one slave puts data on the channel, except when the master has made a request for it. Since the master never requests a packet from a slave unless communication with the previous node has been completed, there is no possibility for packet collision. With a speed of 9600 bps, the packet consisting of 40 bits (including start and stop bits) requires transmission

time equal to 40 bits/9600 bps = 4.17 ms/sec.

net, with the exception of transitions actuations (Act) and force off (FO), becomes enabled once a token is deposited in all input places and fires after the specified time expires. The enabling of Act and FO is predicated on other conditions, as will be described later. It is easiest to start the description by assuming a single token has been deposited in the GG place. This enables the transition immediately above (t1) and results in tokens being deposited in the initial green (place 1), Display Green (DG), and Movement (M) places. The token in M enables vehicles to move, and the token in DG will enable a green termination sequence to start once a token is deposited in Go Red (GR). We can leave that for now. B. Phase Transitions: Transitions from one phase (movement combination) to another are handled by the eight seven-cluster subnets across the bottom sections. Displayed close up , each of these makes a provision for the signal to transition from one phase to any one of the other seven phases that are possible. Note that all places involved in phase-transition subnets are the same places in indication display nets, except the places in the middle of each subnet (C01, C02, etc.). The control network is drawn in this way for clear interpretation. The timed transitions in the upper part of Fig. 4 (t12, t22, etc.) account for all-red durations. In other words, once one of these transitions is enabled, all signals display red for a short duration (usually 2 s) before the next phase can start. Each vertical subnet in Fig. 4 represents a transition (phase change) from a common initial phase condition (phase 0 in this

Fig 5.1 : Phase-transition module for phase 0. The index next to the capital letters inside all circles (except C01, C02,. . .,C07) identifies to which movement the place belongs. For example, RR4 is the RR place of movement 4 (see Fig. 3). The upper transitions (t12, t22,. . .,t72) are timed transitions; this time corresponds to the all-red duration. Initial marking of the indication display logic subnets determines the initial signal indications. A generic indication display subnet is shown in Fig. 3. There are eight indication display subnets, one for each movement. For each subnet there is a token either in place Go Green (GG) or in Rest Red (RR) initially. A. Greens and Reds: the logic for displaying greens, yellows, and reds for a given movement, as well as for enabling vehicle flow. Any transition in this

figure) to another (phases 17). The three or four places across the bottom of each subnet represent the signal indication conditions that must be met for that transition sequence to commence. For example, for the cases where four places are involved, the two movements currently in green must be in RG and the other two movements must be in RR. C. Interfacing to Other Layers: The signal-control model (layer) described previously can be interfaced with an optimization layer and a layer for simulating traffic flow. The places and transitions of indication display and phase-transition modules that are involved in the interfacing are briefly described later. For traffic simulation, we need to determine when the vehicles are allowed to move. As mentioned before, depositing a token in M (see Fig. 3) allows vehicles to move and removing the token stops vehicles from being able to enter the intersection. The fact that the token in M is not removed until the yellow has finished timing means that vehicles are allowed to still enter the intersection on yellow, which is conventional practice in most states. Another element of the signal display modules that is used for interfacing between signal control and simulation is the transition labeled Act. This transition cannot fire unless a timeout occurs between actuations, if the intersection is operating under demand-responsive mode.
6.

THE COMMUNICATION

NETWORK:

The communication network topology uses point-to-point connections having a serial protocol. Only three data lines connect each node with the next one. Therefore, the complexity of a star topology is avoided, since it may become quite high in traffic control systems having a large number of nodes. The lines connecting the controllers consist of three twisted-wire pairs. Data passed on these lines are transmitted in a serial mode. The serial communication speed is 9600 bps. The network functions are performed by a network card and no controller resources are needed. The network functions which need to be performed at every node are: regeneration of the incoming signal, addition of local packets and retransm .A traffic-signalcontrol model must have certain features for proper and safe operation. Before a control strategy or model is implemented, it is necessary to make sure that the model is error proof. For example, the controller should not lock up (deadlock) due to some unexpected combination of actions (inputs), should not allow conflicting movements to have right of way simultaneously, should be able to serve all signal phases and return to some initial state, and should not allow phase changes unless all the required conditions are met. This list can be expanded. A major strength of PN is the availability of methods for analyzing the properties of the model. Those properties of the PN model reveal whether the model is reliable or not. In this section, those properties of the control net are investigated and related to the operation of the signalized intersection described before. For brevity, not all properties of the control net are presented. P-Invariants This section

presents the results of place invariant ( -invariant) analysis. This analysis confirms that the control logic implemented in PN enforces the safety rules of traffic operation. As explained in Section III, there are eight signal-indication display modules and eight phase-transition modules The signal display for each movement changes to green, yellow, and red when t1, t2, and t3 of Fig. 3, respectively, fires. For example, when t3 fires, the signal changes to red and stays in red until t1 fires. Hence, if there is a token in place 9, then the signal is red. However, a lack of tokens in place 9 (RR) does not mean that the signal cannot be in red. In the invariant analysis, when we refer to a signal being in RR, we only refer to the case when there is a token in place 9 (or RR). During the phase transitions, that will change the signal of a particular movement from red to green; the token in place 9 of this movement will be removed and deposited in place 0. The duration of this phase transition is equal to the durations of yellow plus all-red. For that time period, there is no token in place 9, but the signal still displays red.For brevity in the analysis, places 03 are combined and denoted by G, 68 by Y, 5 by M, and 9 by RR. For example, G6 represents all four places (03) of movement 6. Similarly, RR6 refers to the RR place of the same movement. The reason for this notation is that those places appear together in many -invariants.ission to the next node.

Fig 6.1 : Reduced indication display logic. Deadlock Analysis As stated in [34], . There are three basic ways to analyze a PN: 1) reachability tree method; 2) matrix equation approach; and 3) reduction or decomposition method. Each technique has its advantages and disadvantages. The first approach that involves the enumeration of all possible states is employed here to analyze the liveness of the control PN. Since the size and number of states are limited in our PN model, this approach seems to be feasible. Also, it is intuitive in this approach to see that there is no possibility of a deadlock in the network. 7. IMPLEMENTATION: A single 3-lamp traffic light is considered as a finite state machine. It has three states, Red, Yellow, and Green, which are also the outputs. A single input for the traffic light is defined, with values 0 for no change and 1 for change. This input is connected to the output of a countdown timer, which outputs a 1 when it reaches zero. Thus for a single light, we can draw the state transition diagram as shown in Fig. 4. A single traffic light is not very useful. In reality, lights are installed in pairs, with two pairs per intersection. Therefore, in the simulation one pair of lights was used to control traffic in the north-south direction, while the other

pair controls the east-west direction. Furthermore, the two pairs of lights must be synchronized; therefore countdown timers are connected to the lights in pairs. Since the lights that make up a pair mirror each other, they are considered as a single light. But since the opposite pairs must be in sync, we must group their different outputs together. Thus there are 3 3 = 9 possible outputs. Each combined output describes the color of the north-south light along with the color of the east-west light. In order for the Traffic Signal Simulator to work intelligently, mathematical functions that can calculate the time needed for the green signal to illuminate based on the length of queue are developed. The length of queue is detected through the infrared object detectors by the presence of vehicles.

desired phase at the intersection. With the power circuits there are also circuits that detect faults at the lamps. The fault detection unit consists of circuits capable of detecting faults for a maximum of 64 lamps. These circuits have two outputs named Error and Warning and are applied to the microcontroller through the input cards . The Warning output is activated when a non-critical fault is detected, but the system will continue to operate without risk for drivers safety. The Error output is activated when a critical fault is detected and the system must interrupt immediately its operation. These critical faults are of two kinds: A red lamp is burned-out, or two green lights on different approaches are turned on simultaneously. 9 .RESULTS AND DISCUSSION: The traffic signal operation will start by the traffic lights illuminating in red for 1 second in all directions. Then the traffic signals will start illuminating in the clockwise direction of the magnet compass. This means that it will start operating in the North lane, then East lane, then South lane, then West lane and goes back to North lane. After the starting condition, the simulator will check the North lane condition. It will check whether the sensors are triggered or not. The total number of sensors triggered will be used in the mathematical. function to calculate the appropriate timing for the green signal to illuminate. After the green signal finishes the illumination timing, the yellow signal will illuminate for 2 seconds and then finally the red signal will illuminate. After that, the traffic signal will wait for 1 second before it goes to East lane

Fig.7.1 : Front panel of counters. 8. FAULT DETECTION: It is of paramount importance that a traffic control system must be safe for its users because, if anything goes wrong, it may cost human lives. The controller through the output cards drives the power circuits to switch the lights on and off and installs the

condition where the same check is performed before going to the south lane etc. Two displays where generated by Lab VIEW programming. The first is the front panel for the user interface and the other is the block diagram that contains the graphical source code that defines the functionality of the VI. The front panel for the current work is shown in the figure below: As it can be seen , when one sensor is activated, Counter 1 will start counting down till it reaches zero. When the counter stops at zero, the traffic light will automatically shift from green to red coinciding with the traffic light on the traffic system model. Since the sensor only detects a presence of a single vehicle, therefore the counter will start counting downwards from 8 seconds to zero. If two sensors are triggered saying there are two vehicles, then Counter 2 will be activated and will start counting down from 16 seconds all the way to zero. This process is the same for three sensors triggered by the vehicles that will count down from 24 seconds to zero. The programming is done in the diagram using graphical source code. In the block diagram the program runs from left to right. If the green light in the traffic model does not illuminate, the system goes into default since there is no input into the system. The three different cases, where the sensors are triggered, are represented in three different block diagrams. In this project several infrared sensors were used to detect the presence of vehicles in all four directions. This functions as when a vehicle blocks the sensor at a certain distance, the sensor is triggered and this will inform the BS2 that there is a vehicle in the specific lane. A while loop is used for the three cases of the block diagrams describing the three

different conditions. The inner square contained in the while loop is called the case structure. The current design of a traffic light system in terms of mechanical, electrical, logic and instrumentation aspects takes full advantage of the application of sensors in the real life situation of traffic flow by optimizing the time between light changes. If there are no vehicles on the road in all four directions, then the lights will change from green to yellow in 2 seconds and from yellow to red in another 2 seconds. This process goes on in a cycle from the North lane, followed by the East lane, South lane and lastly the West lane. For example, if there are 2 vehicles on the North lane then the time taken from the green light to shift to yellow is 16 seconds. That goes equally for all the other lanes. In the model made, each vehicle.

F ig9.1 : Model of the traffic system. represents several vehicles; therefore if there is 1 vehicle blocking the sensor placed at the sides of the road then the sensor will be triggered and informs the BS2 that there are vehicles in those specific lanes. The intelligent traffic light that had been developed presents several advantages.

Since the waiting time of the vehicles for the lights to change is optimal, the emission of carbon monoxide from the vehicles is reduced. This will give a positive effect to the green house effect towards the environment. The intelligent traffic system will also save the motorists time and reduces their frustration while waiting for the lights to change since it helps reducing congestion in the traffic intersections. Another advantage is that there is no interference between the sensor rays and there is no redundant signal triggering. By being able to interface with the lab VIEW software, the sensor based traffic system will easily accept feedback. Therefore there can be communication between the software and the hardware. 10. CONCLUSION: An intelligent traffic light system had successfully been designed and developed. The sensors were interfaced with Lab VIEW integrated system. This interface is synchronized with the whole process of the traffic system. This prototype (Fig. 10) can easily be implemented in real life situations. Increasing the number of sensors to detect the presence of vehicles can further enhance the design of the traffic light system. Another room of improvement is to have the infrared sensors replaced with an imaging system/camera system so that it has a wide range of detection capabilities, which can be enhanced and ventured into a perfect traffic system. The development of an area-wide traffic control system has been described. At each intersection there is an intersection controller. All intersection controllers of an area are interconnected via a communication network. Traffic control is accomplished in a distributed way, where each node

computes the optimal timing of each traffic light cycle. The major advantage of this system is the adaptation of the cycle period to the entire regions traffic profile. Another advantage is its network configuration which is based on a point-to-point architecture, thus avoiding the higher complexity and cost of a star connection. The system has a high degree of versatility. Any intersection can be controlled by simply connecting input and output cards to the motherboard. Other advantages include low implementation cost and low-power consumption. The system has the ability for surveillance from a traffic control center using a graphical user interface and principles of geographical information systems. The system has been tested thoroughly and has been found to work successfully according to the specifications. Because it is an autonomous system. 11. REFERENCES: 1. Tzafestas et al., 1999. Advances in Intelligent Autonomous Systems: Microprocessor based and Intelligent Systems Engineering. Kulwer Academic Publishers. 2. Sun, W. and K.C. Mouskos, 2000. Network-wide traffic responsive signal control in urban environments. Proc. 4th Intl. Conf. Computational Intelligence & Neurosciences, Atlantic City, New Jersey, Feb. 27-Mar. 3. 3. Solomon, S., 1999. Sensors Handbook. McGrawHill, New York.

4. Papacostas, C.S. and Prevedouros, P.D., 1993. Transportation Engineering and Planning. 2nd Edn. Prentice Hall, Englewood Cliffs, New Jersey. 5. Nise, N.S., 1995. Control Systems and Engineering. Addison Wesley. 2nd Edn. 6. Gary W.J., 1994. Lab VIEW Graphical Programming. Electronics Engineering Department, Lawrence Livermore National Laboratories, McGraw Hill Inc. 7. Bolton, W., 1996. Mechatronics: Electronic Control Systems in Mechanical Engineering. Addison Wesley Longman Limited, 1996