A Technical Seminar Report

On

EMBEDDED SYSTEMS IN AUTOMOBILES

By

M.SAIPREETHI 15F81A0438

Submitted to the Jawaharlal Nehru Technological University Anantapur, Ananthapuramu

in partial fulfillment of the requirement for the award of degree of

BACHELOR OF TECHNOLOGY

IN

ELECTRONICS AND COMMUNICATION ENGINEERING

During the year 2015-2019

Under the esteemed Supervision of

Mrs. T.Aruna, M. Tech.,

Assistant Professor, ECE Department

DEPARTMENT OF ECE

GOKULA KRISHNA COLLEGE OF ENGINEERING

(Affiliated to JNTUA, Ananthapuramu and approved by AICTE, New Delhi)

SULLURPETA, SPSR NELLORE DISTRICT, A.P.-524121

 GOKULA KRISHNA COLLEGE OF ENGINEERING

(Affiliated to JNTUA, Ananthapuramu and approved by AICTE, New Delhi)

SULLURPETA, SPSR NELLORE DISTRICT, A.P.-524121

DEPARTMENT OF ELECTRONICS AND COMMUNICATION ENGINEERING

CERTIFICATE

This is to certify that the Technical Seminar Report entitled “EMBEDDED SYSTEMS
IN AUTOMOBILES” that is being submitted by M.SAIPREETHI, 15F81A0438 in partial
fulfillment of the requirements of the award of the degrees of Bachelor of Technology (B.Tech)
in Electronics and Communication Engineering is a record of bonafide work carried out under
the supervision of Mrs.T.ARUNA, M.Tech, Asst.Prof., of Electronics and Communication
Engineering, Gokula Krishna college of Engineering, Sullurpet.

Supervisor Senior faculty

Head of the Department

 ABSTRACT

The number of computer based functions embedded in vehicles has increased

significantly in the past two decades. An in-vehicle embedded electronic architecture

is a complex distributed system; the development of which is a cooperative work

involving different manufacturers and suppliers. There are several key demands in the

development process, such as safety requirements, real-time assessment,

schedulability, composability, etc. Intensive research is being conducted to address

these issues. Embedded systems can also make a driver less car in reality. Major

automobile manufactures are already engaged in work on these concepts. One such

technology is Adaptive Cruise Control System (ACC).

ACC allows cars to keep safe distance from other vehicle on busy road

highways. The driver can set the speed of his car and the distance between his car and

others. When traffic slows down, ACC alters vehicle speed using moderate breaking.

This ensures that a constant distance is maintained between cars. As soon as traffic

becomes less, ACC moves up to the desired cruise speed that has been set by the

driver. The driver can over the ride the system any time he wants to be breaking

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 CONTENTS
TITLE Page No

Abstract i

Contents ii

List of figures iii

Chapter 1

INTRODUCTION 1

Chapter 2

HISTORY OF EMBEDDED SYSTEMS 2

Chapter 3

CONTROLLER AREA NETWORK (CAN)

3.1 Key features 4

Chapter 4

AIRBAG DEPLOYMENT SYSTEMS

4.1 Airbag control system in a car 7

Chapter 5

EVENT DATA RECORDERS (EDR)

5.1 Introduction 9

5.2 EDR system connectivity 10

5.2.1 Sensors 11

Chapter 6

ANTI-LOCK BREAK SYSTEM (ABS)

6.1 Architecture of ABS 13

6.2 Classification of ABS 14

6.3 Slip ratio 15

6.4 Sensors and Actuators 15

6.4.1 Sensors

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 6.4.2 Actuators 15
Chapter 7

ADAPTIVE CRUISE CONTROL SYSTEM (ACC)

7.1 Basic diagram of ACC 16

7.2 Principle of operation of ACC 16

7.3 Cruise control system 17

Chapter 8

ADVANTAGES 18

Chapter 9

APPLICATIONS 19

Chapter 10

CONCLUSION 20

REFERENCES 21

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 LIST OF FIGURES
Figure No. TITLE Page No.

3.1 Basic block diagram 5

3.2 Overview of embedded systems in automobiles 6

4.1 Airbag control system in a car 8

5.1 EDR system connectivity block diagram 10

5.2 EDR data retrieval 12

6.1 Architecture of ABS 14

7.1 Basic diagram of ACC 16

7.2 Basic diagram of cruise control system 17

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Embedded systems in automobiles

CHAPTER 1

INTRODUCTION

An embedded system is typically a micro-computer system with one or few dedicated

functions, usually with real-time computation constraints. Different from a general
purpose personal computer, it is often embedded as part of a complete device. The usage
of embedded systems is so widespread today, e.g. smart phones, programmable systems
on chip (SOC), smart sensors, etc. These types of embedded systems include
microprocessors, DSPs (digital signal processors), ASICs (application-specific integrated
circuits), and FPGAs (field-programmable gate arrays).

Nowadays, considering the high competition in market, cost and time-to-market

of the development process of embedded systems must be minimized, while the
customers’ demand for computation power and speed is ever increasing. Other factors
such as the ease of development, power consumption, and sophistication of algorithms
also need attention from embedded system developers. Generally, designers have the
choice of two main families of digital device technologies: The first family consists of
microcontrollers and DSPs, based on a pure software platform. The typical constitution of
his family is a performing microprocessor core along with several peripherals. The
alternative family is FPGAs, based on configurable hardware elementary cells, and
interconnections. End users build specific hardware architecture to meet their
requirements.

Compared with software based digital devices, FPGAs gain great advantages in
high-speed demanding applications. In safety critical industries such as automotive and
aircraft manufacturing, it imposes significant challenges for digital electronics.

Power consumption becomes a key design concern for handheld embedded

systems .For the subject of power consumption reduction, several studies have been
conducted. In, a thorough discussion of the source of power consumption and schemes
for its minimization are presented. It is worth mentioning that an embedded controller
based on Artificial Intelligence is becoming more and more popular, intensive research in
this domain has evolved.

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Embedded systems in automobiles

CHAPTER 2

HISTORY OF AUTOMOTIVE EMBEDDED SYSTEMS

Every year, automobile manufacturers worldwide pack new embedded system into their
vehicles. Tiny processors under the hood and in the deep recesses of the car gather and
exchange information to control, optimize, and monitor many of the functions that just a
few years ago were purely mechanical. The technological advancements of embedded
system and electronics within the vehicle are being driven by the challenge to make the
vehicle safer, more energy efficient and networked. Flash-based microcontrollers, from
on-chip system to FPGA, are the command center for embedded system design.

In 1968, the Volkswagen 1600 used a microprocessor in its fuel injection system,
launching the first embedded system in the automotive industry. Historically, low-cost 8
and 16-bit processors were the norm in automotive controllers, and software engineers
developed most of the code in assembly language. However, today's shorter development
schedules and increased software complexity have forced designers to resort to select the
more advanced CPUs and a higher level language in which designers can easily reuse
modules from project to project. A successful automotive-electronic design depends on
careful processor selection. Modern power train controllers for the engine and
transmission generally require 32-bit CPUs to process the real-time algorithms. Other
areas of the automobile, such as safety, chassis, and body systems, use both 16-bit and
32-bit processors, depending on control complexity. Although some critical timing
situations still use assembly language, the software trend in automotive embedded
systems is toward C. The control software is more complicated and precise for the current
vehicles.

Advanced usage of embedded system and electronics within the vehicle can aid
in controlling the amount of pollution being generated and increasing the ability to
provide systems’ monitoring and diagnostic capabilities without sacrificing
safety/security features that consumers demand. The electronic content within the vehicle
continues to grow and more systems become intelligent through the addition of
microcontroller based electronics. A typical vehicle today contains an average of 25-35

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Embedded systems in automobiles

microcontrollers with some luxury vehicles containing up to 70 microcontrollers per

vehicle. Flash-based microcontrollers are continuing to replace relays, switches, and
traditional mechanical functions with higher-reliability components while eliminating the
cost and weight of copper wire.

Embedded controllers also drive motors to operate power seats, windows, and
mirrors. Driver-information processors display or announce navigation and traffic
information along with vehicle diagnostics. Embedded controllers are even keeping track
of your driving habits. In addition, enormous activity occurs in the entertainment and
mobile-computing areas. Networks are a recent addition to embedded controllers which
are the challenge of squeezing in the hardware and code for in-car networking. To satisfy
new government emissions regulations, vehicle manufacturers and the Society .

Automotive Engineers (SAE) developed J1850, a specialized automotive-network

protocol. Although J1850 is now standard on US automobiles, European manufacturers
support the controller-area network (CAN). High-bandwidth, real-time control
applications like power train, airbags, and braking need the 1Mbps speed of CAN and
their safety critical nature requires the associated cost. Local Interconnect Network (LIN)
typically is a sub-bus network that is localized within the vehicle and has a substantially
lower implementation cost when compared to a CAN network. It serves low-speed, low-
bandwidth applications like mirror controls, seat controls, fan controls, environmental
controls, and position sensors. Embedded system in the automotive shares the general
characters of common embedded system, but it has its own primary design goals of
automotive industry. Reliability and cost may be the toughest design goal to achieve
because of the rugged environment of the automobile. The circuitry must survive nearby
high-voltage electronic magnetic interference (EMI), temperature extremes from the
weather and the heat of the engine, and severe shock from bad roads and occasional
collisions. The electronic control units (ECUs) should be developed and tested on the all
kinds of situations with low cost. Although testing time grows with the complexity of the
system, a reliable controller also requires complete software testing to verify every state
and path. A single bug that slips through testing may force a very expensive recall to
update to software.

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Embedded systems in automobiles

CHAPTER 3

CAN (CONTROLLER AREA NETWORK)

CAN is a hardware and software communication protocol originally developed by Robert

Bosch GmbH in 1986 for in-vehicle networks in cars. CAN buses employing twisted wire
pairs were specifically designed to be robust in electromagnetically noisy environments.
The applications of CAN in automobiles include engine control communications, body
control, and on-board diagnostics. CAN buses can also be found in other embedded
control applications such as factory automation, building automation, and aerospace
systems.

A CAN bus enables microcontrollers in a car to talk to each other without the
need for a network host. A typical automobile today has dozens of microcontrollers that
communicate with each other via various CAN buses.

3.1 Key Features

1. Maximum Data Rates: 1Mbps at 40m, 125Kbps at 500m, 50kbps at 1000m

2. Circuit Type: Differential
3. Physical Layer: Twisted Wire Pair, 9 pin D-Sub
4. Transmission Format: Asynchronous
5. Drive Voltage: High: 2.75v ~ 4.5v; Low: 0.5v ~ 2.25v; Differential: 1.5v ~ 3.0v
6. Network Topology: Point to Point
7. Standards: ISO 11898/11519

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Embedded systems in automobiles

Figure 3.1: Basic Block diagram

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Embedded systems in automobiles

Figure 3.2: Overview of embedded systems in automobiles

A typical automobile on the road today has dozens of computer controlled electronic
systems.

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Embedded systems in automobiles

CHAPTER 4

Airbag Deployment Systems

4.1 Airbag control system in a car

Airbags are passive safety devices that are mandatory on all vehicles sold in the United
States. Airbags are a critical part of the Supplemental Restraint System (SRS) in most
vehicles. The objective of the airbag, which is deployed when the vehicle suddenly
decelerates (as in a collision), is to prevent the vehicle occupants from hitting any rigid
surfaces and cushion the forces on their heads and upper or lower bodies. Airbags are
typically made of nylon fabric and are hidden behind panels at various locations in the
vehicle, including the steering wheel.

Figure 4.1: Airbag control system in car

Depending on the crash severity, the rate at which the airbags are deployed is
decided by the airbag control unit. In the event of a crash, the crash sensor (an
accelerometer) sends a signal to the airbag control unit. This control unit triggers the
inflation device, which generates nitrogen gas by igniting a mixture of sodium azide
(NaN3) and potassium nitrate (KNO3). The time between crash detection and complete
deployment of the airbag is approximately 0.05 seconds. The airbag speed is about 200
mph, which itself can be harmful in certain cases. This has given rise to adaptive airbag
systems that employ multiple inflators to produce either low-level or high-level
deployments. These systems can adjust the airbag pressure depending on factors such as
seat position, size of passenger, crash severity and seat belt use.

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Embedded systems in automobiles

Most systems use a weight sensor in the front passenger seat to determine if the
seat is unoccupied. If it is, the passenger airbag will not deploy. The weight sensor can
also discriminate between children and adults who may be occupying the seat. The U.S.
Federal Motor Vehicle Safety Standard 208 requires airbag deployment systems to detect
whether a child is seated in the front passenger seat. Typically, airbag deployment will be
suppressed if a sensor identifies a low-weight condition. Additionally some systems can
detect child's safety seats that are equipped with special sensors as defined by the
technical specification ISO/TS 22239.

In 2012, Volvo became the first automotive manufacturer to introduce a

Pedestrian Airbag System in its V40 model. It uses a pedestrian contact sensing system.
When impact with a pedestrian is sensed, the hood opens from the back and an airbag is
inflated over the windshield-wiper area.

In 2013, GM announced a new airbag for side impact crashes. It inflates near the
center console and provides padding between the front passengers or support for the solo
driver. GM has also modified the front airbag to include a vent which opens when the
passenger compresses the bag. This provides a similar effect to the more expensive dual
stage airbags without the increased cost. Due to the vent being closed during initial
deployment, it can inflate with lower pressure. This will reduce some inflation-related
injuries with smaller drivers who sit closer to the steering wheel and benefit drivers who
sit further back due to reduced premature deflation.

Sensors

Accelerometers, wheel speed sensors, brake pressure sensors, seat occupancy sensor

Actuators

Airbag inflation device, passenger airbag ON/OFF indicator

Data Communications

Typically CAN

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Embedded systems in automobiles

Chapter 5

Event Data Recorder EDR

5.1 Introduction
Event data recorders (EDRs), sometimes referred to as automotive "black boxes", are
systems that constantly record information related to the vehicle operation. In the event of
an accident, the recorder saves the information that was recorded several seconds just
before and/or just after the collision. EDRs may be independent electronic control units
or they may reside within other control modules such as the engine control (ECM) or
airbag control module.

Unlike Accident Recorders, which are after-market systems that usually record
video and GPS location data, EDRs are installed by the vehicle manufacturer and
integrated with existing systems and sensors. Although automotive EDRs have existed in
one form or another since the mid-1970s, they have only recently become standard
equipment in most vehicles. The National Highway Traffic Safety Administration
(NHTSA) estimates that about 96% of model year 2013 cars and light trucks are
equipped with EDRs. Modern EDRs record various vehicle operation parameters such as
vehicle speed, pedal positions, steering wheel position and other information that may be
relevant to a crash investigation. There is some consumer resistance to vehicle black
boxes due to privacy concerns, and the fear that information recorded by a black box
could be used against the vehicle owner in a lawsuit resulting from an accident.

In 2006, the National Highway Traffic Safety Administration (NHTSA) published

standards for EDR practices, but did not require EDRs as standard equipment [6]. It only
specified which data EDRs should collect and how it should be stored. The NHTSA
standard would require all cars with EDRs to record the following information:

1. Change in forward crash speed

2. Maximum change in forward crash speed
3. Time from beginning of crash at which the maximum change in forward crash
speed occurs
4. Speed vehicle was traveling

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Embedded systems in automobiles

5. Percentage of engine throttle, percentage full (how far the accelerator pedal was
pressed)
6. Whether or not brake was applied and the anti-lock brakes were activated
7. Ignition cycle (number of power cycles applied to the EDR) at the time of the
crash
8. Ignition cycle (number of power cycles applied to the EDR) when the EDR data is
downloaded
9. Whether or not driver was using a safety belt
10. Whether or not frontal airbag warning lamp was on
11. Driver frontal airbag deployment: time to deploy for a single stage airbag, or time
to first stage deployment for a multistage airbag
12. Right front passenger frontal airbag deployment: time to deploy for a single stage
airbag, or time to first stage deployment for a multistage airbag
13. Number of crash events
14. Steering wheel angle
15. Vehicle roll angle, in case of a rollover
16. Front seat positions
17. Time between first two crash events, if applicable
18. Whether or not stability control was engaged
19. Whether or not EDR completed recording

5.2 EDR System connectivity

Figure 5.1: EDR System Connectivity Block Diagram

As shown in Figure, five types of data measurement connections or sensors make up the
entire EDR measuring chain.

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Embedded systems in automobiles

5.2.1 Sensors

1. Internal Sensors – Internal sensors are located inside an EDR when data is not
available to be read directly from other sources on the truck. These sensors typically
include: longitudinal, lateral, and vertical accelerometers; yaw, pitch, and roll angular
sensors; and a GPS receiver, if the vehicle does not have a GPS receiver on its in-vehicle
data network.

2. Analog Input from Sensors – Analog input from sensors refers to the electrical
output of analog (i.e., continuous, 1 to 5 Volts Direct Current (VDC)) sensors that can be
located in various locations on the vehicle. An example of an analog sensor is the throttle
position sensor.

Any analog inputs from the vehicle directly into an EDR are undesirable, because
the analog signal may degrade due to long wire lengths, which will reduce the signal
strength, place an additional load on the sensor which may alter its reading, and increase
noise on the line. Most analog sensors used for engine control have data placed on the in-
vehicle data network.

3. Discrete Digital Inputs – Discrete digital inputs refer to connections throughout the
vehicle to on/off devices. Brake lights, turn signals, horn, running lights, and headlights
are examples of this type of signal. Determining the state of discrete digital inputs is cost
effective and will not affect the operation of the device. The wiring required to tap into
the signals is simple, and the physical connection can be made by the use of a simple
crimp-style wire splice.

4. Vehicle Network – Another cost effective method of obtaining vehicle data is via the
vehicle network. Two in-vehicle data networks commonly found in large trucks: 1) a
low-speed network (SAE J1708/J1587) and 2) a high-speed network (SAE J1939). When
both networks are present, the low-speed network conveys general vehicle operating data,
and the high-speed network carries engine control data.

Obtaining vehicle data via the vehicle networks is cost efficient, because one
network interface allows all operating data available on the network to be accessed by an

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Embedded systems in automobiles

EDR. Since the network protocols are well-defined and standardized, the same network
messages will exist across many types of vehicles.

5. Data Download – Data download is the process of transferring data stored in an EDR
to another device, which serves as the only two-way connection interface. Using a data
download connection, an EDR receives commands from a device (e.g., a laptop), and
transmits data to it. Checksums are transferred by an EDR and analyzed by the off-
loading device to ensure there are no errors in data transmission. In addition, this link can
be used to upload new operating software to an EDR. This connection is a type of serial
link (e.g., RS-232, USB, Firewire, etc.), which could be a wireless link.

Figure 5.2: EDR Data Retrieval

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Embedded systems in automobiles

CHAPTER 6
Anti-Lock Brake System (ABS)

Anti-lock Braking Systems (ABS) prevent wheel lockup by modulating the braking
pressure. These systems play a significant role in improving the safety of modern
vehicles. In slippery road conditions on smooth surfaces, a driver may hit the brake so
hard that one or more wheels locks and begins to skid over the surface. This results in
longer stopping distances, a loss of steer-ability, and vehicle instability. ABS systems
monitor the wheel speed in real time and regulate the brake pressure automatically in
order to prevent wheel lockup and improve the driver's control of the vehicle. They are
now often paired with other systems such as Electronic Stability Control (ESC) and
Traction Control to further increase vehicle control and driver safety.

6.1 ARCHITECTURE OF ABS

The main components of these systems include regular brake parts (such as the brake
pedal, hydraulic cylinders and lines), wheel speed sensors, and a hydraulic modulator
operated by an electronic control unit. The architecture of the ABS system (including the
hydraulic modulator) is illustrated in the figure below.

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Embedded systems in automobiles

Figure 6.1: Architecture of ABS

When operating in normal conditions, the outlet valve (C) of the hydraulic
modulator is closed and the inlet valve (A) stays open until the pressure reaches the
desired value. Then both the inlet and outlet valves remain closed to hold this pressure
and provide sufficient brake torque for wheel brake cylinders. Once the control unit
detects any excessive wheel slip, the corresponding outlet valve is opened to release the
pressure to the accumulator (D) and prevent possible wheel lockup. The excess brake
fluid is returned to the master cylinder through the return pump (E). After the wheel slip
returns to normal, the valve solenoids are de-energized and the hydraulic modulator
resumes the regular braking process.

6.2 Classification of ABS

Anti-lock braking systems can be classified based on the number of channels and number
of sensors employed.

Four Channels, Four Sensors ABS - This type of ABS uses a speed sensor and separate
valves for each of the four wheels. Maximum braking force is achieved with this type.

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Embedded systems in automobiles

Three Channel, Three Sensors ABS - The front wheels each have a sensor and a valve.
There is one valve and one sensor for both the rear wheels.

One Channel, One Sensor ABS - One valve and speed sensor located on the rear axle
monitor both the rear wheels. This type of ABS is commonly seen in pickup trucks.

6.3 Slip Ratio

Slip ratio is a means of calculating and expressing the locking status of a wheel. It is the
ratio of the difference between the vehicle speed and the wheel speed to the vehicle speed.
For example, when the vehicle is running normally on an ideal road surface, the slip ratio
is 0; when the wheels are locked, the slip ratio is 1. During braking, as the slip ratio rises,
the ABS system maintains an ideal slip ratio of 0.10 to 0.30 based on the road-tire friction
characteristics. In this way, the vehicle maintains a maximum deceleration without a total
loss of steering capability.

6.4 Sensors and Actuators

6.4.1 Sensors
Steering wheel angle sensor: detects the steering wheel position and provides a
reference input for the ESC controller.

Yaw rate sensor: measures the actual yaw rate of the vehicle and can also estimate the
yaw angle by integrating.

Lateral acceleration sensor: measures the lateral acceleration of the vehicle (also called
a G-force sensor).

Wheel speed sensor: measures the spin speed of each wheel for individual braking
control.

6.4.2 Actuators

The main actuator of the stability control system is the application of the anti-lock brakes
to each wheel individually. Electronic throttle, fuel injector and spark plugs may also be
actuated in order to control the engine output.

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Embedded systems in automobiles

CHAPTER 7

Adaptive Cruise Control (ACC)

7.1Introduction
Adaptive cruise control system (ACC) extends existing cruise control systems to include
a headway sensor that monitors the distance between your vehicle and the vehicle ahead.
The system is also sometimes called Active Cruise Control (ACC) or Intelligent Cruise
Control (ICC).

Figure 7.1: Basic diagram of ACC

7.2 Principle of Operation of Adaptive Cruise Control

There are two key types of headway sensors. Radar sensors employ microwave signals
(typically at 35 or 76 GHz). Lidar sensors employ a laser diode to produce infrared light
signals. Both types of sensors send a signal and monitor the time required for the signal
to reflect off the object ahead. Optical or infrared image sensors are also being

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Embedded systems in automobiles

introduced for the purpose of detecting vehicles in the road ahead. These sensors can
replace or supplement the information from radar or lidar sensors.

When ACC systems determine there is a need to slow the vehicle, they may use
the engine, transmission and/or brakes to decrease the vehicle's speed and maintain a safe
following distance. Many systems limit the maximum deceleration to no more than 3
m/s2 (10 ft/s2), although systems are beginning to appear that allow more aggressive
braking (see Automatic Braking). The ACC user interface typically has both visual and
audible indications that are provided to the driver depending on the severity of the
situation. ACC systems can always be disengaged through the use of the brake pedal or
the primary ACC user interface. In addition, certain stability systems such as traction
control and electronic stability control may also turn the ACC system off. ACC systems
are evolving rapidly and are currently available on many mid- to high-end passenger cars
as well as many heavy duty commercial trucks.

7.3 Cruise Control System

The cruise control system controls the speed of the car by adjusting the throttle position,
so it needs sensors to tell it the speed and throttle position. It also needs to monitor the
controls so it can tell what the desired speed is and when to disengage.

Figure 7.2: Block diagram of cruise control system

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Embedded systems in automobiles

CHAPTER 8

ADVANTAGES

Advantages of embedded systems in automobiles are as follows

1. Small size: Since embedded systems are application specific, the custom designed
system will have only necessary components and hence significantly smaller than a
regular computer.

2. Transportation: In this modern age and time, automobiles are very important because
they enable people to move from one particular place to another with ease. Automobiles
also help us to transport cargos that we would have otherwise carried from one location to
another. Transportation is very useful because it saves a lot on time and provides great
opportunities for the automobile owner. With transportation comes travelling which has
been made possible by automobile owner. As a result people can be able to travel wide
and far.

3. Job opportunities: With the use of automobiles, there is need to employ people to
help with the manufacturing of cars. While some cars are mostly made by machines, it is
people who are responsible for controlling these same machines. Therefore the presence
of cars today has to led to many job opportunities for people. Job opportunities are also
created when people own garages to help maintain the already made automobiles.

4. Saves on time: while cars can transport both people and cargo from one place to
another, they can do so with speed depending on how fast the automobile is being driven.
This is important because you can be able to transport perishable goods or harvested
body organs in a short time from one location to another. Although automobiles have
more than enough benefits, they also have drawbacks too. Automobiles need constant
servicing and maintenance in order for them to perform well all the time.

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Embedded systems in automobiles

CHAPTER 9

APPLICATIONS

Applications of embedded systems in automobiles are as follows

1. Black box

2. Drive by wire

3. Automatic parking

4. Satellite radio

5. Tyre pressure monitor

6. Traction control

7. In-vehicle entertainment system

8. Navigation system

9. Headsup display

10. Climate control

11. Emission Control

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Embedded systems in automobiles

CHAPTER 10

CONCLUSION

In the recent years, more and more equipment in automotive are changing from
mechanical systems to electronic systems. Embedded system is a core of vehicle
electronic systems because of its flexibility and versatility. The electronics revolution has
influenced almost every aspect of automotive design including the power train, fuel
combustion, crash protection and the creation of a comfortable cabin and nearly wireless
environment. It is necessary to pay more attention to the fields of environments, safety
and security, which are the most significant and challenge field of automotive embedded
system design.

Embedded systems, especially in-vehicle embedded systems, are ubiquitously related

to our everyday life. The development of embedded systems greatly facilitates the
comfort of people’s life, changes our view of things, and has a significant impact on
society. On the other hand, even though embedded systems technologies are becoming
more and more mature, currently there still exist many challenges in technique and will
be more with the ever growing speed and reliability demand from market. We expect
more enlightening researches in this area.

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Embedded systems in automobiles

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