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Figure 17. Incorrect fields cleared on pressing OK button window as shown in figure 16. The pop up window will inform the operator about all the incorrect information in the submitted e-application.

Figure 17 Incorrect fields cleared on pressing OK button window as shown in figure 16. The pop up window will inform the operator about all the incorrect information in the submitted e-application.

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Figure 1. Types of off-road test track The practical examination comprises of two tests namely off-road test and on-road test. The off- road test is for examining the candidate’s ability in controlling the vehicle. The on-road test is conducted in light traffic on normal road [3-5]. Normally, the on-road test is carried out after completing off-road test. The off-road test is performed on specially designed track, which are shown below.
Figure 1. Types of off-road test track The practical examination comprises of two tests namely off-road test and on-road test. The off- road test is for examining the candidate’s ability in controlling the vehicle. The on-road test is conducted in light traffic on normal road [3-5]. Normally, the on-road test is carried out after completing off-road test. The off-road test is performed on specially designed track, which are shown below.
Figure 2. Simplified Representation of the SDSE System 4. PROPOSED SDSE SYSTEM
Figure 2. Simplified Representation of the SDSE System 4. PROPOSED SDSE SYSTEM
Table 1. Rif50 Specification
Table 1. Rif50 Specification
The H track for the off-road test is monitored using the LabVIEW based remote system by embedding photo sensors on to the H track with the following measurement shown in figure 3. The drive on the H track is said to be complete only when the test candidate takes all the paths — 1, 2, 3 and 4 as shown in figure 3. The sensor embedded H track is implemented using Rif50 photo sensors. Rif50 photo sensors are referred to as synchronized, self-aligning photocells. Self- aligning feature makes the sensor pairs free from centering problem. Synchronism feature allows the installation of two pairs of very close photocells, without the problem of interference with one another. It is also unaffected by the interference of sunlight and has shockproof polycarbonate body.
The H track for the off-road test is monitored using the LabVIEW based remote system by embedding photo sensors on to the H track with the following measurement shown in figure 3. The drive on the H track is said to be complete only when the test candidate takes all the paths — 1, 2, 3 and 4 as shown in figure 3. The sensor embedded H track is implemented using Rif50 photo sensors. Rif50 photo sensors are referred to as synchronized, self-aligning photocells. Self- aligning feature makes the sensor pairs free from centering problem. Synchronism feature allows the installation of two pairs of very close photocells, without the problem of interference with one another. It is also unaffected by the interference of sunlight and has shockproof polycarbonate body.
Figure 4. Rif50 photo sensor mounted yard stick The photo sensors are used as pairs where each pair consists of a transmitter and a receiver. The Rif50 photo sensors can be also referred to as a long range IR transmitter receiver pair. The Rif50 photo sensors are mounted on to yardstick for embedding on the H track. A yard stick mounted with the photo sensor is shown in figure 4.
Figure 4. Rif50 photo sensor mounted yard stick The photo sensors are used as pairs where each pair consists of a transmitter and a receiver. The Rif50 photo sensors can be also referred to as a long range IR transmitter receiver pair. The Rif50 photo sensors are mounted on to yardstick for embedding on the H track. A yard stick mounted with the photo sensor is shown in figure 4.
The layout for the photo sensor mounted yard stick embedded on the H track is shown in figure 5.
The layout for the photo sensor mounted yard stick embedded on the H track is shown in figure 5.
Figure 7. NI USB 6009 based Data Acquisition System The data acquisition system in the SDSE system is implemented using NI USB 6009 DAQ card. The DAQ card acquires the on-field H track photo sensor status to be monitored by the LabVIEW application. The NI USB 6009 based data acquisition system is shown in figure 7
Figure 7. NI USB 6009 based Data Acquisition System The data acquisition system in the SDSE system is implemented using NI USB 6009 DAQ card. The DAQ card acquires the on-field H track photo sensor status to be monitored by the LabVIEW application. The NI USB 6009 based data acquisition system is shown in figure 7
Figure 6. On-field sensor embedded H track pairs. These sensors are interfaced to LabVIEW based Test Monitoring and Result Issuance system using NI USB 6009 DAQ card. The function of the four sensor pairs labelled as T9-R9 to T12-R12 is to enable or disable of zero rpm measurement system. These sensors are interfaced to the microcontroller based central control unit. When either of these sensor pairs makes a high to low transition, the microcontroller based central control unit enables or disables the microcontroller based on-vehicle control unit for monitoring the vehicle motion. The on-vehicle control unit for zero rpm measurement is designed to perform the measurement only when the vehicle is inside the sensor embedded H track. In other words, the on-vehicle control unit for zero rpm measurement is enabled only when the test vehicle is inside the H track and it is disabled when the test vehicle is outside the H track. The on-field implementation of the sensor embedded H track for test purpose is shown in figure 6
Figure 6. On-field sensor embedded H track pairs. These sensors are interfaced to LabVIEW based Test Monitoring and Result Issuance system using NI USB 6009 DAQ card. The function of the four sensor pairs labelled as T9-R9 to T12-R12 is to enable or disable of zero rpm measurement system. These sensors are interfaced to the microcontroller based central control unit. When either of these sensor pairs makes a high to low transition, the microcontroller based central control unit enables or disables the microcontroller based on-vehicle control unit for monitoring the vehicle motion. The on-vehicle control unit for zero rpm measurement is designed to perform the measurement only when the vehicle is inside the sensor embedded H track. In other words, the on-vehicle control unit for zero rpm measurement is enabled only when the test vehicle is inside the H track and it is disabled when the test vehicle is outside the H track. The on-field implementation of the sensor embedded H track for test purpose is shown in figure 6
Figure 8. Hardware for Zero RPM Measurement System The wireless data acquisition system consists of an optical encoder, on-vehicle control unit, and a central control unit. The optical encoder assembly together with on-vehicle control unit is referred to as zero RPM measurement. The on-vehicle control unit and central control unit are 8051 microcontroller based system. The zero rpm measurement system consists is an optical encoder assembly as shown in figure 8.
Figure 8. Hardware for Zero RPM Measurement System The wireless data acquisition system consists of an optical encoder, on-vehicle control unit, and a central control unit. The optical encoder assembly together with on-vehicle control unit is referred to as zero RPM measurement. The on-vehicle control unit and central control unit are 8051 microcontroller based system. The zero rpm measurement system consists is an optical encoder assembly as shown in figure 8.
The optical encoder consists of an array of light sources (LEDs) which are mounted on to one of the test vehicle wheel and a photo detector. The assembly comprising of array of LEDs is battery powered and it is mounted on to the test vehicle wheel as shown in figure 8. The array of light sources and the photo detector are mounted in such a way that their have the same line of action as shown in figure 9. Figure 9. Zero RPM Measurement System mounting on Test Vehicle Wheel
The optical encoder consists of an array of light sources (LEDs) which are mounted on to one of the test vehicle wheel and a photo detector. The assembly comprising of array of LEDs is battery powered and it is mounted on to the test vehicle wheel as shown in figure 8. The array of light sources and the photo detector are mounted in such a way that their have the same line of action as shown in figure 9. Figure 9. Zero RPM Measurement System mounting on Test Vehicle Wheel
Figure 10. Test output of Zero RPM Measurement System The array of light sources rotates along with the test vehicle wheel. The optical encoder assembly output is a train of pulses which is proportional to the rotation of vehicle wheel. The pulse train output of the optical encoder assembly is shown in figure 10.
Figure 10. Test output of Zero RPM Measurement System The array of light sources rotates along with the test vehicle wheel. The optical encoder assembly output is a train of pulses which is proportional to the rotation of vehicle wheel. The pulse train output of the optical encoder assembly is shown in figure 10.
Figure 11. Hardware Schematic of on-vehicle control unit The pulse train output of optical encoder is interfaced as an external interrupt to the 8051 microcontroller based on-vehicle control unit. The hardware schematic of on-vehicle control unit is shown in figure 11.
Figure 11. Hardware Schematic of on-vehicle control unit The pulse train output of optical encoder is interfaced as an external interrupt to the 8051 microcontroller based on-vehicle control unit. The hardware schematic of on-vehicle control unit is shown in figure 11.
Figure 12. Hardware Schematic of central control unit The number of falling edges in the pulse train output of optical encoder is proportional to the rotational speed of the test vehicle wheel. Hence when the test vehicle wheel is stationary there will be no pulse train output from the optical encoder assembly and hence the number of falling edges detected will be zero. The on-vehicle control unit is designed to signal the central control unit through the ZigBee based wireless serial interface [8] when no falling edge is detected in one second. The hardware schematic of central control unit is shown in figure 13.
Figure 12. Hardware Schematic of central control unit The number of falling edges in the pulse train output of optical encoder is proportional to the rotational speed of the test vehicle wheel. Hence when the test vehicle wheel is stationary there will be no pulse train output from the optical encoder assembly and hence the number of falling edges detected will be zero. The on-vehicle control unit is designed to signal the central control unit through the ZigBee based wireless serial interface [8] when no falling edge is detected in one second. The hardware schematic of central control unit is shown in figure 13.
Figure 12. Information displayed on vehicle control unit LCD vehicle control unit displays the enabling/disabling signal send by central control unit. The centra control unit enables the on-vehicle control unit by sending the character ‘E’ and disables by sending the character ‘D’ through ZigBee based Wireless serial interface [6-9]. The informatior send by central control unit to enable/disable the on-vehicle control unit will be displayed on tc the LCD interface available in the on-vehicle control unit as shown in figure 12.
Figure 12. Information displayed on vehicle control unit LCD vehicle control unit displays the enabling/disabling signal send by central control unit. The centra control unit enables the on-vehicle control unit by sending the character ‘E’ and disables by sending the character ‘D’ through ZigBee based Wireless serial interface [6-9]. The informatior send by central control unit to enable/disable the on-vehicle control unit will be displayed on tc the LCD interface available in the on-vehicle control unit as shown in figure 12.
Figure 13. Information displayed on central control unit LCD initially the test vehicle takes the path1 by crossing the line of action of the photo sensor pair T9- R9. Now this photo sensor pair output makes a High to Low transition, which will be taken as a falling edge interrupt signal — INT1 by the 8051 microcontroller. This High to Low transition output in the T9-R9 photo sensor pair will be count one for the microcontroller. At the end of path1, the test vehicle crosses the line of action of T10-R10 photo sensor pair. Now this photo sensor pair output makes High to Low transition, which will be taken as a falling edge interrupt signal — INT1 by the microcontroller and the internal count becomes two. Crossing the line of action of the photo sensor pairs — T9-R9 and T10-R10, the test vehicle is said to complete path1. Now the test vehicle takes the path2, by first crossing the line of action of the photo sensor pair T10-R10, thereby producing a High to Low transition which will be taken as another falling edge interrupt signal and now the internal count becomes three. The test vehicle completes path2, by crossing the line of action of the photo sensor pair T12 — R12 and now the count becomes four. Once the path2 is completed, the test vehicle starts with path3 by crossing the line of action of photo sensor pair T12-R12. Now the internal count of the microcontroller becomes five. The path3 is completed by crossing the line of action of photo sensor pair T11-R11 and thereby changing the internal count value to six. Finally the test vehicle takes the path4 by first crossing the line of action of T11-R11, which changes the count value to seven. The path4 is completed by the test vehicle by crossing the line of action of photo sensor pair T12-R12 and thereby finally making the count value to eight. From the above algorithm description, it is clear that when the count value is one, three, five and seven, the vehicle is inside the H track. For these count values the central control unit enables zero RPM measurement system by sending serially the character E to the on-vehicle control unit. For the count values two, four, six, eight the test vehicle is said to be outside the H track. Hence for these count values the central control unit disables the zero RPM measurement system by sending serially the character D to the on-vehicle control unit. During the enabled state of the on-vehicle control unit, if a zero falling edge signal is detected for more than one second, then the on-vehicle control unit signals the central unit and the same will be displayed on to the LCD interface of the central control unit as shown in figure 13.
Figure 13. Information displayed on central control unit LCD initially the test vehicle takes the path1 by crossing the line of action of the photo sensor pair T9- R9. Now this photo sensor pair output makes a High to Low transition, which will be taken as a falling edge interrupt signal — INT1 by the 8051 microcontroller. This High to Low transition output in the T9-R9 photo sensor pair will be count one for the microcontroller. At the end of path1, the test vehicle crosses the line of action of T10-R10 photo sensor pair. Now this photo sensor pair output makes High to Low transition, which will be taken as a falling edge interrupt signal — INT1 by the microcontroller and the internal count becomes two. Crossing the line of action of the photo sensor pairs — T9-R9 and T10-R10, the test vehicle is said to complete path1. Now the test vehicle takes the path2, by first crossing the line of action of the photo sensor pair T10-R10, thereby producing a High to Low transition which will be taken as another falling edge interrupt signal and now the internal count becomes three. The test vehicle completes path2, by crossing the line of action of the photo sensor pair T12 — R12 and now the count becomes four. Once the path2 is completed, the test vehicle starts with path3 by crossing the line of action of photo sensor pair T12-R12. Now the internal count of the microcontroller becomes five. The path3 is completed by crossing the line of action of photo sensor pair T11-R11 and thereby changing the internal count value to six. Finally the test vehicle takes the path4 by first crossing the line of action of T11-R11, which changes the count value to seven. The path4 is completed by the test vehicle by crossing the line of action of photo sensor pair T12-R12 and thereby finally making the count value to eight. From the above algorithm description, it is clear that when the count value is one, three, five and seven, the vehicle is inside the H track. For these count values the central control unit enables zero RPM measurement system by sending serially the character E to the on-vehicle control unit. For the count values two, four, six, eight the test vehicle is said to be outside the H track. Hence for these count values the central control unit disables the zero RPM measurement system by sending serially the character D to the on-vehicle control unit. During the enabled state of the on-vehicle control unit, if a zero falling edge signal is detected for more than one second, then the on-vehicle control unit signals the central unit and the same will be displayed on to the LCD interface of the central control unit as shown in figure 13.
Figure 14. LabVIEW based GUI design for H track monitoring node can execute as soon as all its input data become available. Since this might be the case for multiple nodes simultaneously, G is inherently capable of parallel execution. The LabVIEW based test monitoring and result issuance application consist of two GUI. The first GUI is designed for monitoring the status of photo sensor on the H track. This GUI monitors whether the sensors are aligned or misaligned. The second LabVIEW based GUI is the e-application which acquires test candidate’s details for generating the test result card soon after the test. The LabVIEW based GUI design for monitoring the on-field H track sensor is shown in figure 14.
Figure 14. LabVIEW based GUI design for H track monitoring node can execute as soon as all its input data become available. Since this might be the case for multiple nodes simultaneously, G is inherently capable of parallel execution. The LabVIEW based test monitoring and result issuance application consist of two GUI. The first GUI is designed for monitoring the status of photo sensor on the H track. This GUI monitors whether the sensors are aligned or misaligned. The second LabVIEW based GUI is the e-application which acquires test candidate’s details for generating the test result card soon after the test. The LabVIEW based GUI design for monitoring the on-field H track sensor is shown in figure 14.
Figure 16. Error(s) in submitted LabVIEW based GUI design The LabVIEW based GUI for e-application accept the test candidate’s following personal details — first name, middle name, last name, address for communication, date of birth and the gender. The GUI for e-application designed on LabVIEW platform is shown in figure 15. The GUI for e- application accepts test candidate information on pressing the START button only if all the photo sensors pairs on the H track are properly positioned. When the sensor pairs on the H track are not properly positioned, the GUI will show the message: SYSTEM READY -— SENSORS MISALIGNED as show in figure 15. When the entire sensor pairs on the H track are properly aligned, the LabVIEW based GUI will show the message: SYSTEM ACTIVE — FILL IN CANDIDATE DETAILS as shown in figure 16.
Figure 16. Error(s) in submitted LabVIEW based GUI design The LabVIEW based GUI for e-application accept the test candidate’s following personal details — first name, middle name, last name, address for communication, date of birth and the gender. The GUI for e-application designed on LabVIEW platform is shown in figure 15. The GUI for e- application accepts test candidate information on pressing the START button only if all the photo sensors pairs on the H track are properly positioned. When the sensor pairs on the H track are not properly positioned, the GUI will show the message: SYSTEM READY -— SENSORS MISALIGNED as show in figure 15. When the entire sensor pairs on the H track are properly aligned, the LabVIEW based GUI will show the message: SYSTEM ACTIVE — FILL IN CANDIDATE DETAILS as shown in figure 16.
Figure 15. LabVIEW based GUI design for e-application International Journal of Instrumentation and Control Systems (IJICS) Vol.3, No.3, July 2013
Figure 15. LabVIEW based GUI design for e-application International Journal of Instrumentation and Control Systems (IJICS) Vol.3, No.3, July 2013
Figure 18. Successfully completed LabVIEW based e-application On pressing the OK button in the pop up window, all the incorrect fields in the LabVIEW based GUI will be cleared while retaining the correct fields in the e-application which is shown in figurel17. To continue with the driving skill test process, the e-application should be submitted successfully. If all the information fields in the LabVIEW based e-application is completed correctly, then on pressing the START button another pop up window appears as shown in figure 18.
Figure 18. Successfully completed LabVIEW based e-application On pressing the OK button in the pop up window, all the incorrect fields in the LabVIEW based GUI will be cleared while retaining the correct fields in the e-application which is shown in figurel17. To continue with the driving skill test process, the e-application should be submitted successfully. If all the information fields in the LabVIEW based e-application is completed correctly, then on pressing the START button another pop up window appears as shown in figure 18.
Figure 20. LabVIEW based GUI with TEST FAILED status On pressing the SUBMIT button, the information regarding the test candidate will be recorded with the system for the generation of test result card, after which the candidate can move to the test vehicle to drive on sensor embedded H-track. During the driving on the sensor embedded H track, if the test candidate trounces any of the sensors or crosses the line of intersection between the sensors or even stop the test vehicle while the drive on the H track is progressing then the LabVIEW based GUI will display: TEST FAILED as shown in figure 20.
Figure 20. LabVIEW based GUI with TEST FAILED status On pressing the SUBMIT button, the information regarding the test candidate will be recorded with the system for the generation of test result card, after which the candidate can move to the test vehicle to drive on sensor embedded H-track. During the driving on the sensor embedded H track, if the test candidate trounces any of the sensors or crosses the line of intersection between the sensors or even stop the test vehicle while the drive on the H track is progressing then the LabVIEW based GUI will display: TEST FAILED as shown in figure 20.
Figure 19. Submit and Cancel option with LabVIEW based e-application the SUBMIT button and to terminate the test process press the CANCEL button. When the CANCEL button is pressed, all the fields in the e-application will be cleared for the registration of next test candidate.
Figure 19. Submit and Cancel option with LabVIEW based e-application the SUBMIT button and to terminate the test process press the CANCEL button. When the CANCEL button is pressed, all the fields in the e-application will be cleared for the registration of next test candidate.
Figure 22. Saving the Test Report As soon as the test status is displayed on the LabVIEW based GUI, another pop window appears asking for test report generation. If the test result card needs to be generated then the YES button has to be pressed and if not then the STOP button has to be pressed. On pressing the YES button, the system will ask the operator for saving the test report as a MS word document with file extension .doc and the location where the file has to be saved as shown in figure 22.
Figure 22. Saving the Test Report As soon as the test status is displayed on the LabVIEW based GUI, another pop window appears asking for test report generation. If the test result card needs to be generated then the YES button has to be pressed and if not then the STOP button has to be pressed. On pressing the YES button, the system will ask the operator for saving the test report as a MS word document with file extension .doc and the location where the file has to be saved as shown in figure 22.
Figure 21. LabVIEW based GUI with TEST PASSED status FINISHED. If the test failure is due to vehicle stoppage then the following message will be displayed: VEHICLE HALT — TEST FINISHED. Now if the test candidate has successfully completed the drive on the sensor embedded H track, then the STOP button has to be pressed. On pressing the STOP button, then the test status will be displayed as TEST PASSED on the LabVIEW based GUI as shown in figure 21.
Figure 21. LabVIEW based GUI with TEST PASSED status FINISHED. If the test failure is due to vehicle stoppage then the following message will be displayed: VEHICLE HALT — TEST FINISHED. Now if the test candidate has successfully completed the drive on the sensor embedded H track, then the STOP button has to be pressed. On pressing the STOP button, then the test status will be displayed as TEST PASSED on the LabVIEW based GUI as shown in figure 21.
The on-vehicle control unit performing zero rpm measurement communicates serially with the LabVIEW based system. The LabVIEW based application establishes serial communications using National Instrument-Virtual Instrument Software Architecture (NI-VISA) read and write functions defined in LabVIEW 8.6 [14-16]. The implementations of serial read and write operation using NI-VISA functions is shown in figure 24.
The on-vehicle control unit performing zero rpm measurement communicates serially with the LabVIEW based system. The LabVIEW based application establishes serial communications using National Instrument-Virtual Instrument Software Architecture (NI-VISA) read and write functions defined in LabVIEW 8.6 [14-16]. The implementations of serial read and write operation using NI-VISA functions is shown in figure 24.
system will not save the test report and instead directly makes the LabVIEW based e-application ready for the next test candidate. During the initialization it clears all the fields of e-application and checks whether all the sensors in the automated H-field is aligned or not. The screen shot of saved driving test result card is shown in figure 23. The test result card shows the date and time of the test process, the test status whether passed or failed and finally shows all the personal details of the test candidate given in the e-application during the registration process.
system will not save the test report and instead directly makes the LabVIEW based e-application ready for the next test candidate. During the initialization it clears all the fields of e-application and checks whether all the sensors in the automated H-field is aligned or not. The screen shot of saved driving test result card is shown in figure 23. The test result card shows the date and time of the test process, the test status whether passed or failed and finally shows all the personal details of the test candidate given in the e-application during the registration process.
Figure 26. A part of LabVIEW Block Diagram for e-application The LabVIEW Block Diagram implementation for the e-application GUI is shown in figure 26.
Figure 26. A part of LabVIEW Block Diagram for e-application The LabVIEW Block Diagram implementation for the e-application GUI is shown in figure 26.
Figure 25. A part of LabVIEW Block Diagram for monitoring sensor embedded H track The LabVIEW Block Diagram implementation for the GUI monitoring the sensor status on the H-track is shown in figure 25.
Figure 25. A part of LabVIEW Block Diagram for monitoring sensor embedded H track The LabVIEW Block Diagram implementation for the GUI monitoring the sensor status on the H-track is shown in figure 25.
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