A SEMINAR REPORT

ON

AUTOTRONICS: IMPROVING VEHICLE PERFORMANCE

PRESENTED BY

PALKAR OMKAR SANTOSH

T.E.MECHANICAL
ROLL NO: 10MEO32

UNDER GUIDANCE OF

Prof. R .R. MANE

DEPARTMENT OF MECHANICAL ENGINEERING

ALL INDIA SHRI SHIVAJI MEMORIAL SOCIETYS
COLLEGE OF ENGINEERING
PUNE-411001
2012-13

ALL INDIA SHRI SHIVAJI MEMORIAL SOCIETYS

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
Guide

PROF.S.V.CHAITNYA
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

2.INTRODUCTION

3.HISTORY

4.BRACKING SYSTEM

5.STEERING SYSTEM

10

6.SUSPENSION SYSTEM

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7.TRANSMISSION SYSTEM

15

8.ENGINE SYSTEM

16

9.ADAPTIVE CRUISE CONTROL

18

10.AIRBAGS

19

11.COMPARISON

20

12.CONCLUSION

20

13.REFERENCES

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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 todays 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 systemsconditioning the power
generated by the alternator, processing it appropriately for the vehicle electrical loads,
and controlling the operation of these loads.

1970s: Introduction of electronics for engine controls

1980s: Anti-lock braking introduced

Early 1990s: Airbags become standard

Late 1990s: Rapid expansion of body electronics seat motors (body

Computers), instrument panel lighting, auto locking systems and keyless entry

Early 2000s to date: infotainment, including sophisticated audio and video;

Signals sent via satellite (such as the OnStar System); GPS and mapping
Capabilities; satellite radio

Late 2000s: Steer-by-wire, wireless connectivity

AUTOMOTIVE TECHNOLOGY ROADMAP:

Fig 3.1 AUTOMOTIVE TECHNOLOGY ROADMAP

NEED:
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 todays
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 todays 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
thevehicles 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:

Endurance brake integration
The braking system has an integrated brake management function which
always regulates the endurance brake when the brake pedal is activated based on an
optimum delay of the vehicle. Optimum service brake wear is attained through the
distribution of endurance and service brake. This function is an important part of
delay control. The integration of endurance brake can be deactivated via the switch.
Anti-lock braking system (ABS):
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.
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 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)

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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 softwares 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.

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Fig 4.3 DIGNOSTIC SOFTWARE

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

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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.

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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 vehicles 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)

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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

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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.

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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

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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.

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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

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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

20

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

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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

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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

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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

Less stability on

High stability on

turns

turns

Less security

More secure system

Steering

Security

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.

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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

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