A SEMINAR REPORT

ON

AUTOTRONICS: IMPROVING VEHICLE PERFORMANCE

PRESENTED BY

SUMAN CHAND

USN:1HK16ME100

UNDER GUIDANCE OF

Prof. RAMCHANDRA KULKARNI

DEPARTMENT OF MECHANICAL ENGINEERING

HKBK COLLEGE OF ENGINEERING

BANGALORE

1
 ALL INDIA SHRI SHIVAJI MEMORIAL SOCIETY’S

COLLEGE OF ENGINEERING

PUNE

CERTIFICATE

This is to certify that Mr. Palkar Omkar Santosh of T.E. Mechanical has
successfully completed the seminar

On

AUTOTRONICS: IMPROVING VEHICLE PERFORMANCE towards the

complete fulfillment of T.E.Mechanical course of University of Pune in academic
year of 2012-13.

Prof.R.R. MANE PROF.S.V.CHAITNYA

Guide HOD
 ACKNOWLEDGEMENT

I take this opportunity to thank my seminar guide, Prof R. R. Mane and Head
of Department Prof. S. V. Chaitanya and the entire faculty of Mechanical
Engineering Department who guided and helped me immense. I am extremely
grateful to all of them.

During the entire period of compiling this seminar report I received endless
help and support from my friends and my family members. I am really thankful for all
their support, motivation and for being there to help me throughout.

PALKAR OMKAR SANTOSH

 INDEX

CONTENT PAGE NO
1.ABSTRACT 1
2.INTRODUCTION 2
3.HISTORY 3
4.BRACKING SYSTEM 5
5.STEERING SYSTEM 10
6.SUSPENSION SYSTEM 13
7.TRANSMISSION SYSTEM 15
8.ENGINE SYSTEM 16
9.ADAPTIVE CRUISE CONTROL 18
10.AIRBAGS 19
11.COMPARISON 20
12.CONCLUSION 20
13.REFERENCES 21
 AUTOTRONICS: IMPROVING VEHICLE PERFORMANCE

Autotronics in a view:

1. ABSTRACT:

The objective of this seminar report is to study the automobile application of

autotronics and find its range of utilization and also to study how it will improve the
performance of the vehicle. This report briefly describes a few automobile applications of
autotronics mainly in following domains:

 Braking system
 Steering system
 Suspension system
 Transmission system
 Engine (fuel intake)
2. INTRODUCTION:

Autotronics is the blend of Automobile +Electronics. The advanced development of

vehicles in the last few years was based mainly on electrical and electronic componentsand
modules. There is no end in sight to this development. All main functional areas are strongly
influenced by the field of electronics or even made possible by it: e.g. anti-lock brake
systems, low emission and reduced fuel consumption through electronic motor management
systems, anti-theft and electronic diagnosis systems.Analysts estimate that more than 80
percent of all automotive innovation now stems from electronics.

For long-haul serial communication between various automotive subsystems such as

anti-lock brakes, airbag deployment, engine
Control, and GPS navigation, the CAN, LIN, and MOST protocols are the most popular serial
buses implemented in today’s vehicles. By definition, automotive
Electronic systems are embedded mixed-signal systems because they feature multiple
analog sensors and analog motor controls under digital control. For years, traditional
oscilloscopes have been the primary tool-of choice among automotive electronic system
design engineers.
3. HISTORY:
The past four decades have witnessed an exponential increase in the number and
sophistication of electronic systems in vehicles. Today, the cost of electronics in luxury
vehicles can amount to more than 23 percent of the total manufacturing cost .Automotive
electronics first began with the need for better controls for the engine. In fact, the first
electronic part in an automobile was called an ECU which actually means” Engine control
unit”, but as they used similar electronic control for other automotive application they called
it the same ECU but with a more general meaning “Electronic control unit”. A modern car
may have up to 100 electronic control units and a commercial vehicle up to 40.With the
advances in technology and electronics, car manufacturers have been able to offer a wide
variety of services and conveniences that many new automobile owners appreciate. From the
creation of the Electronic Fuel Injection to the popular Global Positioning System found
standard in many cars today, the auto industry has revolutionized the way people travel from
place to place.In the mid-1980s, Bosch developed the controller area network, one of the first
and most enduring automotive control networks. CAN is currently the most widely used
vehicular network, with more than 100 million CAN nodes sold in 2000.The modern
automobile has an extensive electrical system consisting of a large number of electrical,
electromechanical, and electronic loads that are central to vehicle operation, passenger
safety, and comfort. Power electronics is playing an increasingly important role in automotive
electrical systems–conditioning the power generated by the alternator, processing it
appropriately for the vehicle electrical loads, and controlling the operation of these loads.
• 1970’s: Introduction of electronics for engine controls
• 1980’s: Anti-lock braking introduced
• Early 1990’s: Airbags become standard
• Late 1990’s: Rapid expansion of body electronics – seat motors (body Computers),
instrument panel lighting, auto locking systems and keyless entry
• Early 2000’s to date: infotainment, including sophisticated audio and video;
Signals sent via satellite (such as the OnStar System); GPS and mapping
Capabilities; satellite radio
• Late 2000’s: Steer-by-wire, wireless connectivity
AUTOMOTIVE TECHNOLOGY ROADMAP:

NEED:

Fig 3.1 AUTOMOTIVE TECHNOLOGY ROADMAP

 To understand the phenomenal growth of the automotive electronics in Asia
Pacific, we first need to understand the evolution of this industry on a global front.
To improve efficiency of system communication and to reduce cost, all of today’s
automotive designs employ a variety of serial bus communication protocols. The I 2C
and SPI protocols are most often used for chip-to-chip communication within
electronic control units (ECUs). For long-haul serial communication between various
automotive subsystems such as anti-lock brakes, airbag deployment, engine
Control, and GPS navigation, the CAN, LIN, and MOST protocols are the most
popular serial buses implemented in today’s vehicles.By definition, automotive
Electronic systems are embedded mixed-signal systems because they feature multiple
analog sensors and analog motor controls under digital control. For years, traditional
oscilloscopes have been the primary tool-of choice among automotive electronic
system design engineers to measure the quality of both analog and digital signals. But
traditional analog and digital oscilloscopes have many limitations, including lack of
complex serial triggering and limited input channels of acquisition. However, a new
class of measurement tools called mixed signal oscilloscopes.
4. Braking system:
The demands made on braking systems are increasing steadily. Therefore, the
development and introduction of an electronic braking system (EBS) is a logical step. EBS
increases traffic safety through reduced stopping distance and improved brake stability. The
full diagnosis and surveillance functions as well as the display of brake Lining wear offer an
effective fleet logistics. By actuating the brake pedal the driver defines the deceleration
request. The EBS ECU transmits this input electronically
To all braking system components. The braking system's shorter response timesprovide a
more comfortable and finelytunedbraking feeling, independent of thevehicle’s load situation.
EBS provides the basis for the integration of further safety systems like e.g. WABCO ESC
(Electronic Stability Control). ESC is a system which independently intervenes in critical
driving situations and adjusts engine and brake control. Within physical limits, ESC protects
vehicles from rollover, skidding, spinning and jack-knifing.

Fig 4.1 EBS COMPONENTS

Legends:
1EBS central module 2 Brake signal transmitter
3Proportional relay valve 4 ABS solenoid valve 5 Axle
modulator 6 3/2 relay valve 7ABS
sensors
 The EBS contains the following renowned functions:

Anti-lock braking system (ABS):

Antilock Breaking System (ABS) is used in advanced automobiles to prevent slip and locking of
wheel after brakes applied. It is automobile safety system, the controller is provided to control the
necessary torque to maintain optimum slip ration. The slip ration denote in terms of vehicle speed
and wheel rotation. It’s an automated system that run on principles of threshold braking and
cadence braking which were practiced by skillful drivers with previous generation braking
system. It response time is very faster so that makes easy steering for the driver. ABS generally
offer advanced vehicle control and minimize the stopping distance in slippery and dry surface,
conversely on loose surface like gravel or snow covered pavement, ABS can significantly
increase braking distance, although still improving vehicle control.The control logic determines
from the wheel rotation speed whether one or more wheels can be blocked and decides whether to
decrease, maintain, or increase the braking pressure on it.
If you push a full auto brake pedal and hence the skidding does not takes place. It
allowed driver to control the car easier, even on roads with low adhesion, such a rain, snow and
muddy road. The brain of antilock braking system consist Electronic Control Unit (ECU), wheel
speed sensor and hydraulic modulator. ABS is a closed circuit, hence it used the feedback control
system that modulates the brake pressure in response to the wheel deceleration and wheel angular
velocity to prevent the controlled wheel from locking. if you push a full auto brake pedal and
hence
the skidding does not takes place. It allowed driver to control the car easier, even on roads with
low adhesion, such a rain, snow and muddy road. The brain of antilock braking system consist
Electronic Control Unit (ECU), wheel speed sensor and hydraulic modulator. ABS is a closed
circuit, hence it used the feedback control system that modulates the brake pressure in response to
the wheel deceleration and wheel angular velocity to prevent the controlled wheel from locking.

SUBSYSTEM OF ANTILOCK BRAKING SYSTEM (ABS)

 Wheel-Speed Sensors
 Electronic control unit
 Brake calipers
 A hydraulic motor
 Some pressure release valves
WHEEL SPEED SENSOR & BRAKE CALLIPERS

ABS IN BMW BIKE

Each of the ABS wheel speed sensors detects the speed of the corresponding wheel. The
sensor consists of a permanent magnet, coil and tone wheel. The magnetic flux produced
by the permanent magnet changes as each tooth of the tone wheel (which rotates together
with the wheel) passes in front of the magnet’s pole piece. The changing magnetic flux
induces voltages at a frequency corresponding to the wheel speed.

Diagram 1: Brake caliper (1) and wheel speed sensor (2)

Electronic Control Unit (ECU)
The work of ECU is to receive, amplifies and filter the sensor signals for calculating the
speed rotation and acceleration of the vehicle. ECU also uses the speeds of two
diagonally opposite wheels to calculate an estimate for the speed of the vehicle. The
slip of each wheel is obtain by comparing the reference speed with the individual wheel.
During wheel slip or wheel acceleration condition signal server to alert the ECU. The
microcomputer alert by sending the trigger the pressure control valve of the solenoids of
the pressure modulator to modulate the brake pressure in the individual wheel brake
cylinders. The ECU reacts to a recognized defect or error by switching off the
malfunctioning part of the system or shutting down the entire ABS.

ELECTRONIC CONTROL UNIT

Figure 2: Car Dashboard Indicating ABS

Hydraulic Pressure Modulator/Hydraulic Control Unit

The Hydraulic pressure modulator is an electro-hydraulic device for reducing, restoring
and holding the pressure of the wheel by manipulating the solenoid valve in the hydraulic
brake system. ABS hydraulic modulator unit contain the valve, solenoid and piston.Under
hard braking condition, this assembly control the holding and release of the different
hydraulic brake circuit. During the normal condition the standard braking system used.
Whenever hard braking situation occur, the system sense the change in the rotation of the
speed sensor and decide whether to hold or release pressure to a brake circuit. A tire has
its best traction just before it begin to skid, once it begins to skid a portion of traction and
steering will be lost.

Figure: Hydraulic Control Unit

ANTI-LOCK BRAKE TYPE
Different schemes of anti-lock braking system uses depending upon the types of brakes
use. Depending upon the channel (valve) and number of speed sensors the antilock brake
are classified.
Four Channel, Four Sensor ABS
It is a more preferable type, the speed sensor on all the four wheels and contain separate
valve for all four wheels. By using this setup,the controller monitors each wheel
individually to make sure it is achieving maximum braking force.
Figure 4: 4S/4M Configuration

2. Three Channel, Three Sensor ABS

This type of system is can be found commonly in the pickup trucks with four wheel
ABS, on each of the front wheels there is avalve and a speed sensor, and one valve and
one sensor for both rear wheels. The speedsensor for rear wheels is located in the rear
axle.To achieve the maximum braking force,this system provides individual control to the
front wheels. The rear wheels, however, are controlled together; they are both have to
start to lock up before the ABS will active on the rear. With the help of this system, it's
possible that one if the rear wheels will lock during a stop, reducing brake effectiveness.’
3.One Channel, One Sensor ABS
This Arrangement can be seen in a pickup trucks and heavy trucks with rear wheel ABS.
It consist one valve, which operate both rear wheel, and one speed sensor located in the
rear axle. This is quite similar as the rear end of a three channel system. The rear wheel
are monitored together and they both have to lockup before ABS starts its action. In this
system there is also probability that one of the rear wheels will lock, results reducing in
brake effectiveness. This system is easy to identify, usually there will be one brake line
going through a T-fitting to both rear wheels.
  Wheel speed sensor (A)
 ABS control module (B),
 hydraulic motor and pressure release valves (C)
 Brake pipe leading to caliper (D)

Diagram (above) shows the whole process in more detail. The four wheels shown are
braking heavily as a result of heavy brake pedal application, and the green wheel is about
to lock up due a low friction surface such as ice.

1. The ABS control module (B) detects the onset of a skid through the sensor (A) in
this wheel and reacts by releasing the brake pressure slightly by rapidly opening a
pressure release valve (C).
2. This lowers the pressure in the brake pipe (D) which causes the brake caliper to
loosen its grip on the brake disc on the locking wheel.
3. If this corrects the locked wheel, the hydraulic motor (C) will build up the
pressure again to the optimum braking force and the valve will revert to the closed
position.
If you’ve ever seen a car with ABS operating, you’ll notice that the wheels appear to lock
and release in jerky movements, this is because there is such a fine line between grip and
traction loss in these conditions, and the system constantly tries to keep the pressure at the
point just before lock up (which is the most effective pressure for slowing down).
BRAKING WITH ABS VERSUS NO ABS (case study)

You may have heard that it’s possible to slow down quicker in a car without ABS. This
has elements of truth, but in practical terms the benefits of ABS massively outweigh the
slightly longer braking distances. For road use, ABS is an absolute must as it will allow
you to steer out of the way of unexpected hazards. Diagrams 2 and 3 below explain the
practical reasons for ABS.
With ABS enabled

In the diagram above, the driver hits the brakes hard on a slippery surface (1), then steers
(2), and successfully manages to avoid the obstacle. ABS prevents the wheels from
locking, and this allows you steer.

WITHOUT ABS ENABLED

Without ABS, as the driver applies the brakes the wheels lock (1). Despite applying
steering lock, the car continues straight ahead due to the loss of steering control (2) and a
collision results.
Traction control system (TCS)
Just like in the ABS function, while the vehicle is in motion, the electronic
control system determines whether the wheels are in the stable area of the μ slip
curve. In case of wheel-spin, the engine output and/or driving axle wheel braking
is adjusted by the axle modulator via the CAN bus and engine control system. An
activated traction control system is displayed on the functions display.
Brake lining wear control
When the brake is applied partially, the braking pressure distribution is
adjusted, not withstanding the available wear signals, i.e. the detected wear
difference. The pressure on the wheel brakes with more lining wear is reduced
slightly, whereas the pressure on the wheel brakes with less lining wear is
increased adequately, so that there is no change in the overall braking rate
required by the driver.

Fig 4.2 Central brake unit (CBU)

Advantages of EBS

EBS reduces service costs considerably.

-The electronic braking system has a lot of functions. The aim is to maximize braking
safety at reduced costs, for instance by optimizing wheel brake lining wear.
- Setting pressure, according to wear criteria, to the front and rear axle results in
uniform lining wear. Overall wear is minimized by making the load on all wheel
brakes uniform. Moreover, servicing and lining replacement are done at the same
time. This reduces down-time costs.
-Depending on the vehicle utilization profile and other factors, this also means
considerable savings for the vehicle user. In terms of wheel brake service costs alone,
a firsthand owner will save more money with an electronically braked bus than with
a vehicle with a conventional braking system.

Vehicle Stability Control (VSC):

• VSC = ABS + Traction Control

• VSC is able to prevent a car from sliding sideways

Diagnostic Software:
In addition to the familiar diagnosis equipment software’s are also used. The
software offers comprehensive and convenient diagnosis.For all newly integrated
WABCO systems such as EBS, the Diagnostic Software for diagnosis with PCs is
offered in addition to the program card for the Diagnostic Controller.For establishing
diagnosis with the control unit, WABCO Diagnostic Interface Set, Part No. 446 301
021 0 is required.
 Fig 4.3 DIGNOSTIC SOFTWARE

Automatic Traction Control (ATC) is integrated in EBS. EBS creates axle-

wise brake wear harmonization by performing slight braking pressure transfers from
the axle with a higher degree of wear to the one with less wear. This promotes more
even brake wear and increases vehicle operational time. In addition, non-wearing
Brake control (retarder and engine brake) is integrated in the service brake
application via the EBS brake management, ensuring a low overall brake wear
. It is only used in case of malfunction in the electric section of the system. During
trailer operation, automatic truck-trailer compatibility is provided. Truck-trailer
compatibility control ensures that each vehicle unit brakes according to its individual
weight. This results in an optimal coupling force between towing vehicle and trailer.
 Graph 4.1 BRAKE FORCE VS.TIME

What is the difference between ABS & Traction Control?

• ABS
Manage the grip of the tires for braking maneuver
• Traction Control
Manage the grip of the tires for accelerating maneuver.
5. STEERING SYSTEM:
Electric Power Steering:
The use of electric power steering (EPS) systems is spreading rapidly thanks
to their fuel efficiency compared with hydraulic systems. As a result, the steering
feeling of EPS, which was a weakness, has been improved almost to the level of
hydraulic steering systems. The self-alignment estimation control uses both the EPS
sensor information and internally programmed EPS control information to estimate
the self-alignment torque that is generated between the vehicle’s tires and the road
surface.
Assist control
To maximize the effects of these two new controls, the assist control has been
completely retuned. Specifically, the assist current relative to each steering torque is
set lower compared with the conventional setting to give a slightly heavier steering
feeling.

Fig 5.1 Effect of self-alignment estimation control

Speed sensitive steering system:
Speed sensitive steering system is used to control the power steering pump
pressure in relation to vehicle speed. This action varies the power steering assist
levels. The CVRSS module varies the on time of the steering solenoid. This action
may be referred to as Pulse Width Modulation (PWM). When the solenoid is in the
off mode, the power steering pump supplies full power assist. Below 10mph (16km/h)
The computer operates the steering; solenoids provided full power steering assists.
This action reduces the steering effort during low speed maneuver and parking.

Fig 5.2 Wheel speed sensor

Electronic Power Steering
Electrically powered steering uses an electric motor to drive either the power
steering hydraulic pump or the steering directly. The power steering function is
therefore independent of engine speed, resulting in significant energy savings.
A "steering sensor" is located on the input shaft where it enters the gearbox
housing. The steering sensor is actually two sensors in one: a "torque sensor" that
converts steering torque input and its direction into voltage signals, and a "rotation
sensor" that converts the rotation speed and direction into voltage signals. An
"interface" circuit that shares the same housing converts the signals from the torque
sensor and rotation sensor into signals the electronics can process.

Fig 5.3 Electronic Power Steering

 The system has three operating modes: a "normal" control mode in which left
or right power assist is provided in response to input from the steering torque and
rotation sensor's inputs; a "return" control mode which is used to assist steering return
after completing a turn; and a "damper" control mode that changes with vehicle speed
to improve road feel and dampen kickback.
6. SUSPENSION SYSTEM:

A vehicle's suspension system typically consists of the springs and shock

absorbers that help to isolate the vehicle chassis and occupants from sudden vertical
displacements of the wheel assemblies during driving. A well-tuned suspension
system is important for the comfort and safety of the vehicle occupants as well as the
long-term durability of the vehicle's electronic and mechanical components.

The suspension systems in most vehicles on the road today are passive. The
chassis of the vehicle is attached to the axles or wheel assemblies through coil springs
or leaf springs that help to protect the chassis from sudden vertical forces applied to
the wheels (e.g. due to bumpy roads, pot holes, etc...). The shock absorbers help to
dissipate the energy applied to the springs and damp the oscillations that would
normally occur when a brief excitation is applied to a mass-spring system.

Fig 6.1 Basic Representation of suspension system

Active Roll Control Systems (ARC SYSTEM):

Vehicles lean when cornering due to the weight transfer imposed by lateral
acceleration acting on the suspension. Factors contributing to the roll angle of the
vehicle include vehicle height and suspension stiffness. ARC system uses
hydraulic/pneumatic and electronic technology to reduce or eliminate the vehicle roll
angle in cornering, which improves handling. This improvement to vehicle handling
can help reduce rollover risk. Two independent automotive component manufacturers
have developed active roll control systems in response to concerns about sport utility
vehicles (SUVs) that roll over more easily compared with cars because of the SUVs’
higher center of gravity. The active roll control systems were developed in response to
this concern. The active roll control system contains a control module, accelerometer,
speed sensor, fluid reservoir, electrohydraulic pump, pressure control valve,
directional control valve, and a hydraulic actuator in both the front and rear stabilizer
bars .

Sensors
Acceleration sensors, displacement sensors, steering wheel position

`
Fig 6.2 Active roll control system operation while cornering .
7. TRANSMISSION SYSTEM :

This controls the transmission system; mainly it controls the shifting process
of the gears. For a better shift comfort, lower torque interrupt while shafting -these
electronics are used in a manual transmission. Many semi-automatic transmissions
which have a fully automatic clutch or a semi-auto clutch (only declutching) use
electronics for its operation and control. Also fully automatic transmissions use
controls for their operation.

Electronically controlled transmissions were introduced on BMW products in

1986 on 5 and7 series vehicles. Currently EH (Electro-hydraulic) transmissions are
offered on almost every production model (Except E46 M3 and E39 M5). EH
transmissions offer the following benefits the to driver:

• Increased driving safety by reducing fatigue. All shifts are automatic as opposed
to Manual transmissions which require more driver interaction.
• Increased fuel economy through use of lock up torque converter.
• Increased fuel economy through optimized shift points.
• Improved shift comfort by use of “Overlap Shift” technology (ZF).
• More available features through the use of CAN bus technology.
In addition to providing shift control, the TCM also adapts to changing
conditions within thetransmission by monitoring slip ratios and modifying line
pressure. This increases the life of the transmission and reduces maintenance and
adjustments. The TCM controls the operation of the Lock-Up Torque Converter
which further increases economy.

Fig 7.1 TCM

8. ENGINE SYSTEM:
Electronic Fuel Injection or EFI One of the best innovations that electronics
have created in the performance of automobiles is the Electronic Fuel Injection or EFI
for short. This device takes the place of the normal carburetor that has been the
normal until recently. The job of the carburetor was typically the part of the engine
that helps to evaporate fuel so that it mixes with the air for combustion. This provides
power to the cylinders which helps the engine operate. A floating device within the
carburetor is used to regulate the amount of fuel that the engine receives. The EFI, on
the other hand, uses a completely different technology to supply power to the engine.
Instead of a floater that regulates the fuel to the engine, the EFI system electronically
meters the fuel so that the exact amount needed is provided to the engine. In short, the
EFI uses to fuel to power the engine by pumping it forcibly by using high pressure
through a small nozzle or valve. This is how the EFI supplies the proper amount of
fuel to the combustion process. The EFI system provides a great deal of benefits over
the carburetor, too. Not only does this new technology prevent the engine from
flooding by allowing too much fuel into the engine, but it is also more efficient and
emission-friendly. The EFI system is also compatible with alternative fuels and it is
more reliable than the traditional carburetor. You will also notice a smoother ride and
more engine power with an EFI system.

Fig 8.1 Electronic Fuel Injector

In the case of carburetor, the entire working depends on the throttle position and
all the systems must be tailored so that proper mixture delivery takes place at every
throttle position. In the case of fuel injection, this is achieved by means of electronics.
It is possible to make the system to recognize and respond to every operating
condition of the engine and to deliver the required mixture at all operating conditions.
With the increases in demands of precision of air fuel ratio control, electronic fuel
injection is resorted.

Graph 8.1 Fuel Injection Quantity vs. Fuel Pressure

Fig 8.2 Electronic Fuel Injection Overview

9. ADAPTIVE CRUISE CONTROL:
Adaptive Cruise Control (ACC) technology automatically adjusts the vehicle
speed and distance to that of a target vehicle. ACC uses a long range radar sensor to
detect a target vehicle up to 200 meters in front and automatically adjusts the ACC
vehicle speed and gap accordingly. ACC automatically decelerates or accelerates the
vehicle according to the desired speed and distance settings established by the driver.
As per standard cruise control the driver can override the system at any time.

Fig 9.1 Adaptive Cruise Control

10. Airbags:
Another improvement in safety that electronics have provided is the airbags
that are now standard in cars. Technically known as a Supplementary Restraint
System (SRS), Air Cushion Restraint System (ACRS), or a Supplemental Inflatable
Restraint (SIR), these provide a great deal of safety for the driver and passengers in a
car. Created in 1952, the air bag technology is based on electronic sensors that
measure the amount of quick deceleration through an accelerometer. This is a small
electronic chip that moves as a result of fast deceleration and, as a result, signals the
rapid ejection of the airbags. Car manufacturers are currently working on new airbag
calculations to make them more effective and to help prevent unnecessary
deployments. The new calculations will take into account the position of the seats, the
use of a seat belt and the weight of the occupants to help determine when (and if) the
airbag should be deployed.

Fig 10.1 AIRBAG OPERATION

11. COMPARISION:
Parameter Without Electronics Using Electronics
Efficiency Less High
Speed More Less
Braking Less Efficient system More Efficient
Wear of brakes system
Less economy High economy
Steering Less stability on High stability on
turns turns
Security Less security More secure system

12. CONCLUSION:
A modern car may have up to 100 electronic control units and a commercial
vehicle up to 40. With brilliant minds working in the auto industry, there are limitless
possibilities to what the manufacturers will include in their products in the coming
years. If we look to the technology and electronics that are being used in the military
vehicles, we can often predict the services that will be in civilian vehicles in the near
future. This tends to be a trend in the automobile industry and will likely continue as
people always want and expect more from their cars.
13. REFERANCES:

JOURNAL PAPERS:

1. ”Applying Model-Based Design to Commercial Vehicle Electronics Systems”;

Tom Egel, Michael Burke,Michael Carone, Wensi Jin
The Math Works, Inc.; 2008
2. Development of EPS+; Sumio MOTOYAMA 2009
3. REAL TIME FUEL INJECTION IN SI ENGINE USING
ELECTRONIC INSTRUMENTATION; V. VINOTH KUMAR; 2010
WEB ADRESS:
www.wikipedia.com
www.altera.com\
www.sciencedirect.com