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1. EMBEDDED SYSTEM

An Embedded system is a computer system with a dedicated function within a larger mechanical or electrical system, often with real-time computing constraints. It is embedded as part of a complete device often including hardware and mechanical parts. By contrast, a general-purpose computer, such as a personal computer (PC), is designed to be flexible and to meet a wide range of end-user needs. Embedded systems control many devices in common use today. Embedded systems contain processing cores that are either microcontrollers, or digital signal processors (DSP). A processor is an important unit in the embedded system hardware. It is the heart of the embedded system. An Embedded system is a combination of hardware and software which creates a dedicated computer system that performs specific, pre-define task and which is encapsulated within the device it controls The key characteristic, however, is being dedicated to handle a particular task. Since the embedded system is dedicated to specific tasks, design engineers can optimize it to reduce the size and cost of the product and increase the reliability and performance. Some embedded systems are mass-produced, benefiting from economies of scale. Physically, embedded systems range from portable devices such as digital watches and MP3 players, to large stationary installations like traffic lights, factory controllers, and largely complex systems like hybrid vehicles, MRI, and avionics. Complexity varies from low, with a single microcontroller chip, to very high with multiple units, peripherals and networks mounted inside a large chassis or enclosure.
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Fig 1 Architecture of Embedded System

Transportation systems from flight to automobiles increasingly use embedded systems. New airplanes contain advanced avionics such as inertial guidance systems and GPS receivers that also have considerable safety requirements. Various electric motors brushless DC motors, induction motors and DC motors use electric/electronic motor controllers. Automobiles, electric vehicles, and hybrid vehicles increasingly use embedded systems to maximize efficiency and reduce pollution. Other automotive safety systems include anti-lock braking system (ABS), Electronic Stability Control (ESC/ESP), traction control (TCS) and automatic four-wheel drive.

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1.1 WHAT IS EMBEDDED SYSTEMS?

An embedded system is any device controlled by instructions stored on a chip. These devices are usually controlled by a microprocessor that executes the instructions stored on a read only memory (ROM) chip. The software for the embedded system is called firmware. The firmware will be written in assembly language for time or resource critical operations or using higher level languages like C or embedded C. The software will be simulated using micro code simulators for the target processor. Since they are supposed to perform only specific tasks, these programs are stored in read only memories (ROMs).Moreover they may need no or minimal inputs from the user, hence the user interface like monitor, mouse and large keyboard etc, may be absent. Embedded systems are computer systems that monitor, respond to, or control an external environment. This environment is connected to the computer system through sensors, actuators, and other input-output interfaces. It may consist of physical or biological objects of any form and structure. Often humans are natural and artificial objects, as well as animals are also possible.
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part of the connected external

world, but a wide range of other

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Embedded systems are also known as real time systems since they respond to an input or event and produce the result within a guaranteed time period. This time period can be few microseconds to days or months. The computer system must meet various timing and other constraints that are imposed on it by the real-time behaviour of the external world to which it is interfaced. Hence comes the name real time. Another Name for many of these systems is reactive systems, because their primary purpose is to respond to or react to signals from their environment. A real time computer system may be a component of a larger system in which it is embedded; reasonably such a computer component is called an embedded system. Embedded systems control engine management systems in automobiles, monitor home heating systems and regulate the quiet operation and the even distribution of laundry in washing machines. They are the heart of toys like Furry and Tamagotchi, of golf balls that cannot get lost and of gas pumps at gasoline stations that advertise nearby restaurants on video. Above all, state-of-the art communications equipment like WAP mobile telephones, MP3 players, set-top boxes and Net devices would
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not be possible without these powerful miniature brains.

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Applications and examples of real time systems are ubiquitous and proliferating, appearing as part of our commercial, government, military, medical, educational, and cultural infrastructures. Included are: Vehicle systems for automobiles, subways, aircraft, railways and ships. Traffic control for highways, airspace, railway tracks and shipping lanes.

Process control for power plants, chemical plants and consumer products such as soft drinks and beer. Medical systems for radiation therapy, patient monitoring and defibrillation Military uses such as firing weapons, tracking and command and control. Manufacturing systems with robots.

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Telephone, radio and satellite communications. Computer games. Multimedia systems that provide text, graphic, audio and video interfaces. Households appliances. Building managers that controls such entities as heat, light, Doors and elevators. systems for monitoring and controlling

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Fig-2 Applications of Embedded system

2. AUTOMOTIVE ELECTRONICS

Automotive Electronics are any electrically-generated systems used in road vehicles, such as: telematics, in-car entertainment systems, etc... Automotive Electronics originated from the need to control engines. The first electronic pieces were used to control engine functions and were referred to as Engine Control Units (ECU). As electronic controls began to be used for more automotive applications, the acronym ECU took on the more general meaning of "electronic control unit", and then specific ECUs were developed. Now, ECUs are modular- Engine Control Module (ECM) or Transmission Control Module (TCM). A modern car may have up to 100 ECUs and a commercial vehicle up to 40. Electronic control unit (ECU) is a generic term for any embedded system that controls one or more of the electrical system or subsystems in a motor vehicle Automotive electronics or automotive embedded systems are distributed systems, and according to different domains in the automotive field, they can be classified into:

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1. Engine electronics 2. Transmission electronics 3. Chassis electronics 4. Active safety 5. Driver assistance 6. Passenger comfort 7. Entertainment system

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2.1 SENSORS USED IN ECU

ECU uses different sensors to perform a particular task. Almost every operation performed by the ECU uses sensors there are many sensors which are used depending on the type of operation to be performed for example to measure the temperature of the transmission fluid we use Transmission fluid temperature sensor. Some of the sensors used are listed below

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Curb feeler: Used to warn driver of curbs Defect detector: Used on railroads to detect axle and signal problems in passing trains Engine coolant temperature sensor, or ECT sensor: Used to measure the engine temperature Hall effect sensor: Used to time the speed of wheels and shafts MAP sensor, Manifold Absolute Pressure: Used in regulating fuel metering. Mass flow sensor, or mass airflow (MAF) sensor: Used to tell the ECU the mass of air entering the engine Oxygen sensor: Used to monitor the amount of oxygen in the exhaust Parking sensors: Used to alert the driver of unseen obstacles during parking manoeuvres Radar gun: Used to detect the speed of other objects Speedometer: Used measure the instantaneous speed of a land vehicle Speed sensor: Used to detect the speed of an object Throttle position sensor: Used to monitor the position of the throttle in an internal combustion engine Tire-pressure monitoring sensor: Used to monitor the air pressure inside the tires Torque sensor, or torque transducer or torque meter measures torque (twisting force) on a rotating system. Turbine speed sensor (TSS), or input speed sensor (ISS): Used to measure the rotational speed of the input shaft or torque converter Variable reluctance sensor: Used to measure position and speed of moving metal components Vehicle speed sensor (VSS): Used to measure the speed of the vehicle Water sensor or water-in-fuel sensor: Used to indicate the presence of water in fuel

Seminar Report 13 Embedded System in Automobiles Wheel speed sensor: Used for reading the speed of a vehicle's wheel rotation

2.2 APPLICATIONS OF AUTOMONICS

Autonomics is the word which is a combination of two fields i.e. Automobile and electronics .The field of electronics is widely used in automobiles the figure shown below contrast its use in the automobile industry. Electronics is one of the major source which connects the car using different sensors, actuators, and many more components.

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Fig-3 Application of Electronics in todays vehicle

The applications of autonomics are listed below:

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Air Bags Traction Control The Black Box Automatic Parking Anti-lock Brake In-vehicle System (ABS) entertainment Adaptive Cruise Heads-up display Control Night Vision Drive by wire Satellite Radio E.g. XM Back-up collision sensor Telematics E.g. OnStar Rain-sensing Wipers Navigation Systems Emission Control Tire Pressure Monitor Climate Control

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3 ANTI-LOCK BREAKING SYSTEM

Anti-lock braking system (ABS) is an automobile safety system that allows the wheels on a motor vehicle to maintain tractive contact with the road surface according to driver inputs while braking, preventing the wheels from locking up (ceasing rotation) and avoiding uncontrolled skidding. It is an automated system that uses the principles of threshold braking and cadence braking which were practiced by skilful drivers with previous generation braking systems. It does this at a much faster rate and with better control than a driver could manage. ABS generally offers improved vehicle control and decreases stopping distances on dry and slippery surfaces for many drivers; however, on loose surfaces like gravel or snow-covered pavement, ABS can significantly increase braking distance, although still improving vehicle control. Since initial widespread use in production cars, anti-lock braking systems have evolved considerably. Recent versions not only prevent wheel lock under braking, but also electronically control the front-to-rear brake bias. This function, depending on its specific capabilities and implementation, is known as electronic brake force distribution (EBD), traction control system, emergency brake assist, or electronic stability control (ESC).

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3.1 COMPONENTS IN ABS

There are four main components of ABS: speed sensors, valves, a pump, and a controller. Speed sensors The anti-lock braking system needs some way of knowing when a wheel is about to lock up. The speed sensors, which are located at each wheel, or in some cases in the differential, provide this information. Valves There is a valve in the brake line of each brake controlled by the ABS. On some systems, the valve has three positions:

In position one, the valve is open; pressure from the master cylinder is passed right through to the brake. In position two, the valve blocks the line, isolating that brake from the master cylinder. This prevents the pressure from rising further should the driver push the brake pedal harder. In position three, the valve releases some of the pressure from the brake.

Pump When the ABS system operates the brake lines lose pressure. The pump repressurizes the system. Controller The controller is an ECU type unit in the car which receives information from each individual wheel speed sensor, in turn if a wheel loses traction the signal is sent to the controller, the controller will then limit the brake force (EBD) and activate the ABS modulator which actuates the braking valves on and off.

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FIG-4 Components of Antilock braking system

3.2 ADVANTAGES AND USES OF ABS

There are many different variations and control algorithms for use in ABS. One of the simpler systems works as follows:

1. The controller monitors the speed sensors at all times. It is looking for decelerations in the wheel that are out of the ordinary. Right before a wheel locks up, it will experience a rapid deceleration. If left unchecked, the wheel would stop much more quickly than any car could. It might take a car five seconds to stop from 60 mph (96.6 km/h) under ideal conditions, but a wheel that locks up could stop spinning in less than a second.

2. The ABS controller knows that such a rapid deceleration is impossible, so it reduces the pressure to that brake until it sees an acceleration, then it increases the pressure until it sees the deceleration again. It can do this very quickly, before the tire can actually significantly change speed. The result is that the tire slows down at the same rate as the car, with the brakes keeping the tires very near the point at which they will start to lock up. This gives the system maximum braking power.

3. When the ABS is in operation the driver will feel a pulsing in the brake pedal; this comes from the rapid opening and closing of the valves. This

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Seminar Report 13 Embedded System in Automobiles pulsing also tells the driver that the ABS has been triggered. Some ABS systems can cycle up to 16 times per second.

FIG-5 Anti-lock braking system in cars to avoid accidents.

4. AIR BAGS
An airbag is a vehicle safety device. It is an occupant restraint system consisting of a flexible fabric envelope or cushion
designed to inflate rapidly during an automobile collision. Its purpose is to cushion occupants during a crash and provide protection to their bodies when they strike interior objects such as the steering wheel or a window. Modern vehicles may contain multiple airbag modules in various side and frontal locations of the passenger seating positions, and sensors may deploy one or more airbags in an impact zone at variable rates based on the type, angle and severity of impact; the airbag is designed to only inflate in moderate to severe frontal crashes. Airbags are normally designed with the intention of supplementing the protection of an occupant who is correctly restrained with a seatbelt. Most designs are inflated through pyrotechnic means and can only be operated once. Newer side-impact airbag modules consist of compressed air cylinders that are triggered in the event of a side impact vehicle impact. The first commercial designs were introduced in passenger automobiles during the 1970s with limited success. Broad commercial adoption of airbags occurred in many markets during the late 1980s and early 1990s with a driver airbag, and a front passenger airbag as well on some cars; and many modern vehicles now include four or more units.
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FIG-6 Suspension of airbag in a car

4.1 WORKING OF AIRBAG

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The design is conceptually simple. A central Airbag control unit (ACU) (a specific type of ECU) monitors a number of related sensors within the vehicle, including accelerometers, impact sensors, side (door) pressure sensors, wheel speed sensors, gyroscopes, brake pressure sensors, and seat occupancy sensors. The bag itself and its inflation mechanism is concealed within the steering wheel boss (for the driver), or the dashboard (for the front passenger), behind plastic flaps or doors which are designed to "tear open" under the force of the bag inflating. Once the requisite 'threshold' has been reached or exceeded, the airbag control unit will trigger the ignition of a gas generator propellant to rapidly inflate a fabric bag. As the vehicle occupant collides with and squeezes the bag, the gas escapes in a controlled manner through small vent holes. The airbag's volume and the size of the vents in the bag are tailored to each vehicle type, to spread out the deceleration of (and thus force experienced by) the

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occupant over time and over the occupant's body, compared to a seat belt alone. The signals from the various sensors are fed into the Airbag control unit, which determines from them the angle of impact, the severity, or force of the crash, along with other variables. Depending on the result of these calculations, the ACU may also deploy various additional restraint devices, such as seat belt pre-tensioners, and/or airbags (including frontal bags for driver and front passenger, along with seat-mounted side bags, and "curtain" airbags which cover the side glass). Each restraint device is typically activated with one or more pyrotechnic devices, commonly called an initiator or electric match. The electric match, which consists of an electrical conductor wrapped in a combustible material, activates with a current pulse between 1 to 3 amperes in less than 2 milliseconds. When the conductor becomes hot enough, it ignites the combustible material, which initiates the gas generator. In a seat belt pre-tensioner, this hot gas is used to drive a piston that pulls the slack out of the seat belt. In an airbag, the Initiator is used to ignite solid propellant inside the airbag inflator. The burning propellant generates inert gas which rapidly inflates the airbag in approximately 20 to 30 milliseconds. An airbag must inflate quickly in order to be fully inflated by the time the forward-traveling occupant reaches its outer surface. Typically, the decision to deploy an airbag in a frontal crash is made within 15 to 30 milliseconds after the onset of the crash, and both the driver and passenger airbags are fully inflated within approximately 60-80 milliseconds after the first moment of vehicle contact.

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FIG-7 Working of Airbag

If an airbag deploys too late or too slowly, the risk of occupant injury from contact with the inflating airbag may increase. Since more distance typically exists between the passenger and the instrument panel, the passenger airbag is larger and requires more gas to fill it.

Older airbag systems contained a mixture of sodium azide (NaN3), KNO3, and SiO2. A typical driver-side airbag contains approximately 50-80 g of NaN3, with the larger passenger-side airbag containing about 250 g. Within about 40 milliseconds of impact, all these components react in three separate reactions that produce nitrogen gas. The reactions, in order, are as follows. (1) 2 NaN3 2 Na + 3 N2 (g) (2) 10 Na + 2 KNO3 K2O + 5 Na2O + N2 (g) (3) K2O + Na2O + 2 SiO2 K2O3Si + Na2O3Si (silicate glass) The first reaction is the decomposition of NaN3 under high temperature conditions using an electric impulse. This impulse
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generates to 300 C temperatures required for the decomposition of the NaN3 which produces Na metal and N2 gas. Since Na metal is highly reactive, the KNO3 and SiO2 react and remove it, in turn producing more N2 gas. The second reaction shows just that. The reason that KNO3 is used rather than something like NaNO3 is because it is less hygroscopic. It is very important that the materials used in this reaction are not hygroscopic because absorbed moisture can de-sensitize the system and cause the reaction to fail. The final reaction is used to eliminate the K2O and Na2O produced in the previous reactions because the first-period metal oxides are highly reactive. These products react with SiO2 to produce a silicate glass which is a harmless and stable compound. Front airbags normally do not protect the occupants during side, rear, or rollover accidents. Since airbags deploy only once and deflate quickly after the initial impact, they will not be beneficial during a subsequent collision. Safety belts help reduce the risk of injury in many types of crashes. They help to properly position occupants to maximize the airbag's benefits and they help restrain occupants during the initial and any following collisions.

4.2 ADVANTAGES AND DISADVANTAGES

Advantage of Having Passenger Car Airbag
The main advantage of having car airbags for your passengers is that they provide an additional level of protection in the event of a car accident. This added protection can be the difference in some circumstances between life and death.

Risks of Airbag Deployment versus Risk of Injury or Death

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Although some question the overall safety of vehicle airbags because of the instances of chest injuries and other impact injuries due to the nature of an airbag's deployment, these risks are significantly lower than the risk of serious injury or death that may occur if the passenger is unprotected. Even with the protection a seatbelt and vehicle
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restraint system provides in the event of a crash, the chance of surviving a serious crash with airbags increase significantly.

Disadvantages of Having Passenger Car Airbags

Unfortunately, these safety tools can have some pretty significant liabilities.

Potential Injury
The biggest negative to airbags is that, though they are designed to protect, deploying airbags can actually injure passengers in some situations. The impact of an airbag can hurt a passenger who is improperly positioned. Deployment injuries can be most harmful to children and infants. Types of injuries from airbags include chest injuries, concussions and whiplash. Safety advocates recommend against individuals under 12 riding in a front seat with airbags. Also, drivers are cautioned against placing rear-facing infant seats in the front seat with an airbag. For adults, sit at least 10 to 12 inches away from the airbag to minimize the impact if it should be deployed. It's very important to use seat belts along with airbags. This helps cut down on potential airbag injuries for both drivers and passengers.

Resetting Airbags
After airbags have been deployed, they may be difficult to re-position for the next deployment. You may spend substantial money at a shop getting passenger airbags reset. Again, if there is only one occupant in the car, a multiple airbag deployment can be a waste of money.

5. EVENT DATA RECORDER

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An event data recorder or EDR is a device installed in some automobiles to record information related to vehicle crashes or accidents. In modern diesel trucks, EDRs are triggered by electronically sensed problems in the engine (often called faults), or a sudden change in wheel speed. One or more of these conditions may occur because of an accident. Information from these devices can be collected after a crash and analysed to help determine what the vehicles were doing before, during and after the crash or event. The

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term generally refers to a simple, tamper-proof, read-write memory device, similar to the "black box" found on airplanes (as opposed to the tape recorders and video cameras common in police vehicles and many commercial trucks)

FIG-7 Event Data Recorder used in cars.

5.1 EDR WORKING

There are many different patents related to various types of EDR features. Some EDRs continuously record data, overwriting the previous few minutes until a crash stops them, and others are activated by crash-like events (such as sudden changes in velocity) and may continue to record until the accident is over, or until the recording time is expired. EDRs may record a wide range of data elements, potentially including whether the brakes were applied, the speed at the time of impact, the steering angle, and whether seat belt circuits were shown as "Buckled" or
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"Unbuckled" at the time of the crash. Current EDRs store the information internally on an EEPROM until recovered from the module. Some vehicles have communications systems (such as GM's OnStar system) that may transmit some data, such as an alert that the airbags have been deployed, to a remote location. Most EDRs in automobiles and light trucks are part of the restraint system control module, which senses impact accelerations and determines what restraints (airbags and/or seatbelt tensioners) to deploy. [citation needed] After the deployment (or non-deployment) decisions are made, and if there is still power available, the data are written to memory. The data downloaded from older EDRs usually contain 6 to 8 pages of information, though many newer systems include many more data elements and require more pages, depending on the make/model/year of the vehicle being evaluated. Depending on the type of EDR, it may contain either a deployment file or a non-deployment file or sometimes both, depending on the circumstances of the collisions and the time interval between them, among other things. It is also possible that no data can be recovered from a data recorder. One situation where this might occur is a catastrophic loss of electrical power early in a collision event. In this situation, the power reserve in the restraint system control module capacitors may be completely spent by the deployment of the air bags, leaving insufficient power to write data to the EEPROM. There are other circumstances where a module may fail to record a data file as well.

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Most EDRs in heavy trucks are part of the engine electronic control module (ECM), which controls fuel injection timing and other functions in modern heavy-duty diesel engines. The EDR functions are different for different engine manufacturers, but most recognize engine events such as sudden stops, low oil pressure, or coolant loss, Detroit Diesel, Caterpillar Inc., Mercedes-Benz, Mack

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Trucks, and Cummins engines are among those that may contain this function. When a fault-related event occurs, the data is written to memory. When an event triggered by a reduction in wheel speed is sensed, the data that is written to memory can include almost two minutes of data about vehicle speed, brake application, clutch application, and cruise control status. The data can be downloaded later using the computer software and cables for the specific engine involved. These software tools often allow monitoring of the driver hours of service, fuel economy, idle time, average travel speeds, and other information related to the maintenance and operation of the vehicle. Some EDRs only keep track of the car's speed along its length and not the speed going sideways. Analysts generally look at the momentum, energy, and crush damage, and then compare their speed estimates to the number coming out of the EDR to create a complete view of the accident.

6. TRACTION CONTROL
A traction control system (TCS) is typically a secondary function of the anti-lock braking system (ABS) on production motor vehicles, designed to prevent loss of traction of driven road wheels.
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When invoked it therefore enhances driver control as throttle input applied is mis-matched to road surface conditions (due to varying factors) being unable to manage applied torque. Intervention consists of one or more of the following: Reduces or suppress spark sequence to one or more cylinders Reduce fuel supply to one or more cylinders Brake force applied at one or more wheels

Close the throttle, if the vehicle is fitted with drive by wire throttle In turbo-charged vehicles, a boost control solenoid can be actuated to reduce boost and therefore engine power. Typically, traction control systems share the electro-hydraulic brake actuator (but does not use the conventional master cylinder and servo), and wheel speed sensors with the anti-lock braking system.

6.1 WORKING AND OPERATION OF TRACTION CONTROL

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FIG-8 Architecture of Traction Control System

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When the traction control computer (often incorporated into another control unit, like the anti-lock braking system module) detects one or more driven wheels spinning significantly faster than another, it invokes the ABS electronic control unit to apply brake friction to wheels spinning with lessened traction. Braking action on

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slipping wheel(s) will cause power transfer to wheel axle(s) with traction due to the mechanical action within a differential. All-wheel drive AWD vehicles often have an electronically controlled coupling system in the transfer case or transaxle engaged (active part-time AWD), or locked-up tighter (in a true full-time set up driving all wheels with some power all the time) to supply non-slipping wheels with (more) torque. This often occurs in conjunction with the powertrain computer reducing available engine torque by electronically limiting throttle application and/or fuel delivery, retarding ignition spark, completely shutting down engine cylinders, and a number of other methods, depending on the vehicle and how much technology is used to control the engine and transmission. There are instances when traction control is undesirable, such as trying to get a vehicle unstuck in snow or mud. Allowing one wheel to spin can propel a vehicle forward enough to get it unstuck, whereas both wheels applying a limited amount of power can't get the same effect. Many vehicles have a traction control shut off switch for just such circumstances.

6.2 USES OF TRACTION CONTROL SYSTEM

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In road cars: Traction control has traditionally been a safety feature in premium high-performance cars, which otherwise need sensitive throttle input preventing spinning driven wheels when accelerating, especially in wet, icy or snowy conditions. In recent years, traction control systems have become widely available in non-performance cars, minivans, and light trucks.

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In race cars: Traction control is used as a performance enhancement, allowing maximum traction under acceleration without wheel spin. When accelerating out of turn, it keeps the tires at optimal slip ratio. In motorcycles: Traction control for a production motorcycle was first available with the BMW K1 in 1988. By 2009, traction control was an option for several models offered by BMW and Ducati, and the model year 2010 Kawasaki Concours 14 (1400GTR). In off road vehicles: Traction control is used instead of, or in addition to the mechanical limited slip or locking differential. It is often implemented with an electronic limited slip differential, as well as other computerized controls of the engine and transmission. The spinning wheel is slowed down with short applications of brakes, diverting more torque to the non-spinning wheel; this is the system adopted by Range Rover models in 1993, for example. ABS brake traction control has several advantages over limited-slip and locking differentials, such as steering control of a vehicle is easier, so the system can be continuously enabled. It also creates less stress on powertrain and driveline components, and increases durability as there are fewer moving parts to fail. When programmed or calibrated for off road use, traction control systems like Fords four-wheel electronic traction control (ETC) which is included with Advance Trac, and Porsches four-wheel automatic brake differential (ABD), can send 100 percent of torque to any one wheel or wheels, via an aggressive brake strategy or "brake locking", allowing vehicles like the Expedition and Cayenne to keep moving, even with two wheels (one front, one rear) completely off the ground.

7. CONCLUSION

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In the recent years, more and more equipments in automotive are changing from mechanical systems to electronic systems. Embedded

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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 powertrain, 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.

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ABSTRACT
An embedded system is a combination of hardware and software which creates a dedicated computer system that performs specific, pre- defined tasks and which is encapsulated within the device it controls.

Characteristics of embedded systems

Sophisticated functionality often have to run sophisticated algorithms or multiple algorithms. often provide sophisticated user interfaces. Real-time operation. must finish operations by deadlines Low manufacturing cost. Low power.

Automotive Systems: Technology in today's vehicle

Air Bags The Black Box Anti-lock Brake System (ABS) Adaptive Cruise Control Drive by wire Traction Control In-vehicle entertainment Heads-up display Night Vision Back-up collision

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