Techtalk April June 2014 Powertrain

VOL.
7, ISSUE 2, APR - JUNE 2014
POWERTRAIN
l
History of Powertrain
l
Basics of Transmission
l
Hydraulic Hybrid
l
Hybrid Powertrain: Revolo
l
Alternate Fuel Powertrain
l
Powertrain Components: Variable Valve Lift
l
Sensors in Powertrain
l
Safety Features in Powertrain
l
Selecting Powertrain Technologies for the Future
Colophon
TechTalk@KPIT is a quarterly journal of
Science and Technology published by
KPIT Technologies Limited, Pune, India.
Guest Editorial
Anup Sable
Senior VP Automotive and Engineering,
KPIT Technologies Ltd.
Pune, India
Chief Editor
Dr. Vinay G. Vaidya
CTO,
KPIT Technologies Limited,
Pune, India
vinay.vaidya@kpit.com
Editorial and Review Committee

Pranjali Modak
Priti Ranadive
Kanchan Chivate
Aditi Sahasrabudhe
Reenakumari Behera
Kailash Shrinivasan
Smita Nair
Designed and Published by

Mindsye Communication, Pune, India
Contact : 9673005089
Suggestions and Feedback

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Disclaimer
The individual authors are solely responsible
for infringement, if any.
All views expressed in the articles are those
of the individual authors and neither the company
nor the editorial board either agree or disagree.
The information presented here is only for giving an
overview of the topic.
For Private Circulation Only
TechTalk@KPIT
Contents
Editorial
Guest Editorial
Anup Sable
Editorial
Dr. Vinay Vaidya
2
3
Scientist Profiles
'Karl Benz' Smita Nair
49
Book Review
Where Good Ideas Come From
The natural history of innovation
Steven Johnson
Priti Ranadive
37
Articles
History of Powertrain
Mayurika Chatterjee
Basics of Transmission
Sushant Hingane
10
Hydraulic Hybrid
Kailash Srinivasan and Milind Potdar
16
Hybrid Powertrain: Revolo

Sachin P. Pandit and Nandulal Kushabhau Gavali
20

Samir Sattigeri and Kiran Dakle
26
Powertrain Components: Variable Valve Lift

Subodh Pachghare
32
Shweta Kabade
38

Priyank Vijapur and Santosh Nalanagula
44
Selecting Powertrain Technologies for the Future

Ravi Ranjan and Naveen Manuel
50
1
TechTalk@KPIT, Volume 7, Issue 2, 2014
Guest Editorial
It is indeed a great pleasure for me to get this opportunity to write an editorial on Powertrain.
Powertrain as a domain is very close to my heart since childhood days. Memories are still fresh of
discovering an ethanol engine in the scraps market and struggling to get it to work while in
secondary school and then meeting another teenager who had created steam engine at home
Anup Sable
Senior VP Automotive and Engineering,
KPIT Technologies Ltd
Pune, India.
using pressure cooker as the boiler to generate the steam.
No one can question the impact that the invention of powertrain has had on humanity. From the
initial steam powered vehicles to the modern gasoline and diesel powered engines, human beings
owe a lot to the power of this technology towards bringing us a better quality of life.
In the last 125 plus years, powertrains have made a progress from purely mechanical system to an
electronically assisted mechanical system (mechatronics), to very complex software driven
electronic systems. Today, thousands of parameters are internally computed using software in real
time to measure and then deliver accurately the fuel to the engine so that the engine delivers us the
best (or more appropriately the optimum) fuel efficiency bundled with performance and emissions.
Today more and more innovation is happening in connecting the powertrain via telematics to
external world to bring in even more fuel efficiency, safety and emission control.
While there has been a tremendous impact of powertrain on our lives in a positive way, it has also
now brought in a set of issues. Modern cities are plagued with traffic problems and as a result the
vehicles are spewing harmful gases and particulates while they stall in the traffic or move at a snail's
pace. This throws up challenges for innovators and we all know that cleaner options like the electric
vehicles are making slow but steady progress to replace the conventional powertrain and solve this
pollution problem.
While the electric vehicles offer a solution to the environmental issues, today the commercial
viability of the electric vehicles is questionable, largely due to the cost of the batteries. There have
been, some evidence of success in pockets that indicate that electric technology is here to stay and
shape the future of the mankind.
To supplement the electric powertrain there needs to be a lot of innovation going into the generation
of electricity in cleaner ways. On the horizon we have other technologies like fuel cells which are
commercially unviable now but present a great future for cleaner transportation.
Overall, faster transportation is here to stay.So, go ahead and enjoy this issue of TechTalk, where
you can explore this history of powertrain and also take a look at what future has in store for us.
2
Editorial
Eric Morris, a grad student at UCLA in 2007, in his well-known master's thesis, wrote about the state of New York
and London during the late 1800s. One of his articles on the subject is aptly titled, 'From Horse Power to
Horsepower'. In the article, he mentions the top problem discussed in the international town planning conference
in 1898 in New York. To our surprise, that problem was getting rid of horse manure. One can only imagine the
euphoric feeling of many when Karl Benz invented an internal combustion (IC) engine in 1879, which led to the
first automobile. Ironically, the invention of the automobile was thought to have solved the problem of pollution,
Dr. Vinay G. Vaidya
since automobiles would eliminate horse manure. Karl Benz was granted a patent on automobile in 1886. Benz
CTO
truly revolutionized transportation for masses.
KPIT Technologies Limited,
Pune, India
In less than two decades after the grant of the first patent on automobile, came the flying machine at Kitty Hawk in
December 1903. This was another major event that revolutionized transportation around the globe. It is quite
interesting to compare the history of advancements in automobiles with those in aircrafts over the last century.
Advancements in automobile came from different directions. It included increase in horsepower, manufacturing
processes, mass production methods, auto transmission, tires, shock absorbers, comfort, communication, GPS,
as well as infotainment. From combustion side, we have come a long way to completely electronic ignition as well
as improving efficiency all the way to mid-30 percent. Starting with a speed of 4 km/h, we have now reached well
over 400 km/h.
Aircrafts have also made lot of progress. Starting with propellers, airplanes moved on to using jet engines. This
change led to breaking the sound barrier. From propellers to jets to supersonics is one way to look at it. The other
is to see increase in size and capacity to carry load. As technology advances, we lose the charm of new
technology and we start accepting it as the only way of life. Out of that acceptance, mental limits and boundaries
are built. This is where innovation stops.
Let us dream of a completely new era with new designs and no baggage of technology barriers.
The first dream is about an automobile. Let us come up with the following specifications for this dream car. It
should have an IC engine with more than 60% efficiency. It should have a range of 1500 km. It should cost less
than 2 cents per km. The expectation for the top speed is 100 kmph. It should be 50% better for the environment
than present day cars.
The second dream is about an aircraft. We are going to be equally hard on the specifications. The first barrier that
we want to break is that of needing a runway to takeoff. Thus, the specifications would be as follows. It should be
able to takeoff without a runway. It should be able to carry 10000 kg of load. It should be able to carry 50
passengers. It should be able to stay up in the air without refueling for more than 3 weeks. Top speed should be
160kmph. It should be 70 % more environmentally better than a cargo airplane.
Which one of these would you say is impossible? Chances are good that you would say that the second dream is
less likely to come true. However, the good news is that second dream has come true. On Feb. 28, 2014, this
aircraft was unveiled by Hybrid Air Vehicles Ltd. This aircraft is 300ft long and is 60ft longer than the biggest
airliners.
If the impossible is possible, how about taking the challenge of the first dream and making it a reality? We have not
seen much in the past 125 plus years in terms of radical breakthrough in the IC engine design. Isn't it time that we
make a major impact on IC engine efficiency and go beyond 60? Any takers for the challenge? Where have all the
innovators gone?
Please send your
feedback to :
vinay.vaidya@kpit.com
3
4
Journey of the
Powertrain Technology
Mayurika Chatterjee
Automotive, Allied Engg.
CREST,
KPIT Technologies Limited
Pune, India
Areas of Interest
Mechatronics & Control Systems
5
I. Introduction
The central character of this article is a

'wheeled motor vehicle' [Fig.1], which is selfpropelled and carries passengers. This article
covers the journey of this character. The
interesting part is that ever since the 'wheeled
motor vehicle' is conceptualized, it has
evolved through decades. It took almost
100,000 patents around the world to create
the modern automobile that we see around us
today.
The concept of mobility is very important part

in human evolution. During earlier times,
people used animal carts as a means of
transport that was later replaced by the steam
engine automobile. With passage of time and
other technological advancements, mankind
demanded new and improved means of
mobility. Now, just traversing the distance was
not the only intent but other factors such as the
travel cost, environmental impact, etc. were
required to be considered. This resulted in
new expectations from various domains of the
automotive industry.
Going through the history, it can be said that

there are major three aspects which brought
about the evolution in the powertrain
technology, viz. government policies, public
demands and the technology advancements.
One of the most important aspects of these

systems was to connect a power source to the
wheels of the carriage that carried people.
This, as the name indicates, is basically the
powertrain system of a vehicle, a system that
powers the wheels. It consists of the parts that
produce energy (then horse, now engine),
some part that converts the energy to torque
(then linkages, now transmission gears) and
lastly, the part that sends that energy to the
element (drive shaft/mechanical linkages to
wheels) which ultimately propels the vehicle.
II. Let's move!

The story begins in 1769, with the advent of
steam engine automobiles. In the early 19th
century, a variety of vehicles powered by
steam were on road, such as steam cars,
buses and steam rollers [3]. It was a simple
mechanical technique which did not need any
sort of transmission mechanism. However, the
Figure 2:Cugnot's Steam Locomotive, 1769 [Ref. 2]

steam engine vehicles did not take off well.
The design did not prove to be an ideal choice
for a road vehicle due to its high maintenance
cost and its requirement for greater space.
Other impact factor was the labor costs for
coal handling. The 'technology' did not help
much either with below par machining
techniques. Its high power to weight ratio and
the slow start process (since steam needed to
be pressurized up to a certain amount for a
vehicle to start)were not suitable features for a
road vehicle. Cugnot built the first steampowered self-propelled tricycle in the year
1770. Next, a French inventor improved
Cugnot's design and is also known to be the
first one to invent differential gear [4]. In 1789,
Oliver Evans was granted the first U.S. Patent
for a steam powered automobile [4].
Figure 1: Today's 'Wheeled Motor Vehicle' [Ref.1]

This article covers the evolution of the
powertrain systems including how and why
the powertrain technology has changed over
times. Multiple scenarios and renewed
expectations discussed in the subsequent
sections of the article led various technologies
to come together to make these changes
happen.
Engine
Rear Wheel
Transmission
Drive Shaft
6
Clutch
U-joint
Differential
Other aspects that affected the usage of

steam engine were the 'government policies'
and the 'public demands'. People experienced
that the steam engines caused road damage,
scared the horses (Yes! Pretty much a big deal
at that time), blocked narrow lanes and
disturbed the locals at night due to their loud
noise. Hence, due to public demands and
other safety concerns, 'The Locomotive Act'
(1865), famously known as the 'Red Flag Act'
was passed. This included maintaining a
speed limit of 4mph (2mph in towns), apart
from the compulsory presence of a man on
foot who led the vehicles by swaying a red flag
and blowing a horn. This, along with the
technological limitations discouraged its
usage in road transport.
combustion engine fueled by coal gas in the

year 1860 [5].Subsequently, in the year 1863,
Jean Joseph tienne Lenoir improved his
engine design by using petroleum as fuel and
adding a primitive carburetor. This vehicle
created history by completing a fifty-mile road
trip [5].This design and de Rochas' designs of
a four stroke engine was improved by the
German engineers, Eugen Langen and
Nikolaus August Otto in the year 1866.
A decade later, Otto patented a four-stroke
engine, popularly known as the "Otto cycle".
Taking it one step further, in 1885, the duo of
Gottlieb Daimler and Wilhelm Maybach
designed a small, fast and light weight engine
with a carburetor through which gasoline got
injected into a vertical cylinder [5]. Later, as it is
generally known, Karl Benz was granted a
patent on his design of a gas-fueled car in the
year of 1886. Several types of engines were
being developed and improved, like the twostroke, four stroke, etc. This basically made
the system compact which resulted in a low
weight to power ratio. The commercial viability
also helped in its popularity. Also, diesel
powered engine was in development and in
the year 1893, Rudolf Diesel received a patent
for his engine design based on compressed
ignition.
However, until the early 20th century, the

steam-powered automobiles were being
continually developed in different parts of the
world. Between the years 1873 to 1883,
Amedee Bollee Sr. designed and built many
advanced steam cars which included basic
transmission units such as shaft drive to the
differential [4]. In the late 19th century, another
technology, the powerful petrol engines came
into being. This was the last straw in the
already limping steam technology which
ultimately ended the steam engine era.
III. Rise of a long shadow
Still, the powertrain technology had a long way

to go to be called as a successful technology.
It had its own problem of inefficient engine
power transmission and thus the transmission
system (gears, clutches etc.) was invented [6].
The transmission system allowed transferring
the engine power efficiently to the wheels, as
per the requirement. The first one was manual
transmission, where the gears are changed
manually by the driver, as per the power
demand. The first transmission invented by W.
H. James in 1832 was a three-speed
transmission [7]. The modern transmission is
attributed to the French inventors, Levassor
and Panhard, who fitted their design to the
Panhard motor car in 1895. The semiautomatic type transmission became
available since 1937 and where known as 'the
Automatic Safety Transmission'. This
facilitated easy shifting of gears and hence an
easier driving. This system included the usage
of planetary gears and conventional friction
clutch [8].
A n o t h e r a s p e c t o f ' Te c h n o l o g y
advancements', plays an important role in this
section. It is these technological
advancements that helped make internal
combustion engine (ICE) technology as
successful as it is today. From a lab
experimental set-up to its vast usage in major
applications (including in automotive), it has
set a strong foot-hold in the market.
Experiments during the early 19th century
were not successful due to lack of suitable
fuels. In 1807, Swiss inventor, Francois Isaac
de Rivaz invented an ICE using mixture of
hydrogen and oxygen as fuel and with electric
ignition. He patented it in 1807 and in 1808 he
created the 'world's first internal combustion
powered automobile' [5]. But his design was
unsuccessful. However, the experiments to
create successful ICE design continued. Jean
Joseph tienne Lenoir patented a doubleacting, electric spark-ignition internal
Engine
Rear Wheel
Transmission
Drive Shaft
7
Clutch
U-joint
Differential
Engine
Rear Wheel
Plante. This led to further developments in

electric vehicle design as the rechargeable
battery allowed electricity storage on board.
Andreas Flocken invented the first electric car
in 1888, popularly known as the 'Flocken
Elektrowagen'. It was quite popular between
late 1800s and early 1900s, since it provided
ease of operation and comfort as opposed to
the gasoline cars available at that time.
Transmission
Drive Shaft
U-joint
Clutch
Differential
Figure 3 : Transmission system [Ref.9]

In parallel, in the electronics domain,
technologies such as solid-state electronics
and the control theory were advancing. These
transitions allowed the usage of refined
electronic systems to be used in solving
automotive control and instrumentation
challenges. Until today, large scale application
of control theory and modeling is observed in
the development of powertrain system which
started during the 1980s. The transmission
system also gained with such technological
advancements. For example, the automatic
transmissions became a reality. The first true
automatic transmission developed by GM
engineer was included in the 1948 Oldsmobile
and subsequently, Ford installed the
automatic transmission design by Borg
Warner in the 1950[8]. Today, the transmission
system is also electronically controlled and it is
still evolving.
But, as mentioned earlier, 'technological

advancements' in the IC engine techniques,
soon took over the electric car. The petroleum
industry too prospered during that time and
became almost a monopoly in the market.
Also, petrol vehicles could be quickly refueled
and were cheaper as compared to the electric
car. These factors ultimately did not let electric
propelled vehicles sustain and they were lost
in the dark.
In the late 1990s, the electric vehicle came into
the picture again when GM introduced an
electric vehicle known as the EV1. This
became hugely popular due to its reasonable
price and performance. Later, 'The California
Air Resources' passed a mandate for the
automotive manufacturers directing them to
produce a fixed amount of electric vehicle per
year [10]. But this was short-lived due to some
negative publicity and pressure from large oil
corporations (which saw electric vehicle as a
threat). Thus, the electric vehicles were
scrapped and again lost its place. In the
meantime, research on hydrogen car
technology began hoping to find another clean
alternative fuel technology. The technology
has feasibility issues and currently extensive
research is going on to make it a commercial
reality.
For a very long time, IC engines ruled the

industry and many technologies were lost in its
shadow. But, change is inevitable. Increasing
pollution and global warming was a major
concern and people demanded better and
cleaner technologies. IC/diesel engines
handled significant changes to regulate
emissions, but this did not stop the automotive
industry to call upon a long lost technologyThe Electric car.
But, as fate would have it, the electric vehicles

came back with vengeance. The very
advantages of the petrol engines were now its
main handicaps. The fuel prices peaked and
other governmental concerns caused a rise in
the degree of excitement towards electric
vehicle. Innovators and entrepreneurs all
around the world now started to invest and
explore the electric vehicle technology. The
advancements in the battery systems,
electrical machines and control techniques
helped in the renewal of the electric vehicles.
There are many versions of electrified
IV. Revenge of an Electric car

For many, it might be a surprise that electric
cars were actually built or even
conceptualized before 21st century. In the
year 1837, Robert Davidson invented galvanic
cell powered electric vehicle.
There was a significant development in
rechargeable battery technology in 1859 by
the invention of lead-acid battery by Gaston
Engine
Rear Wheel
Transmission
Drive Shaft
8
Clutch
U-joint
Differential
vehicles available in the market today- Hybrid

vehicle, Plug-in hybrid, full electric vehicle and
so on. The electric transmission technology
further increases the controllability and
efficiency of the system. Research is also
being conducted for the In-Wheel motor type
electric vehicles which further improves the
vehicle stability.
technological advancements- which will pave

the way for a better future. There is also a
chance that other new aspects, such as
availability of resources, unforeseen
developments and concerns, might appear on
the scene which would decide the course of
evolution of the powertrain. Today, with launch
of every new vehicle, powertrain capability
plays a major role. All the aspects and the
characters described may eventually lead us
to an electric Nano (low cost and environment
friendly) with equally great high-tech features
that we have in today's conventional high end
vehicle. May be, even our first ever vehicle,
the steam powered automobile, may rise from
its ashes and advance to overtake the
conventional and existing technologies, who
knows!
Even though the electric vehicle is expensive

than the conventional system, technologist
around the world are making constant
progress in every aspect to make it
commercially viable for the common man.
V. Conclusion
Our central character of the article, 'wheeled
motor vehicle', has come a long way and as
being predicted, still has a longer way to go.
There will always be the three aspectsgovernment policies, public demands and
Bibliography
1. Image source available at ' http://expertshub.org/training-programs/advanced-ic-engine-technology/'
2. Carl Burgess Glasscock, Car History - A Vision Becomes Reality , an article available at
'http://www.americanautohistory.com/Articles/Article001.htm'
3. History of the automobile,Wikipedia, available athttp://en.wikipedia.org/wiki/History_of_the_automobile
4. The History of the Automobile available at http://inventors.about.com/library/weekly/aacarssteama.htm
5. Automobile History : History of Cars and Engines available at
http://inventors.about.com/od/cstartinventions/a/Car_History_2.htm
6. Chao-Hsu Yao, Automotive Transmissions: Efficiently Transferring Power from Engine to Wheels, Article in
Discovery Guides
7. Automobile History : History of Cars and Engines available at
http://inventors.about.com/od/cstartinventions/a/Car_History_2.htm
8. History of Automotive Transmission available at
http://www.diablotransmissions.com/history_automatic_transmission.html
9. Image from How Manual Transmissions Work, HowStuffWorks, Inc. available
athttp://auto.howstuffworks.com/transmission.htm
10. Andrew Xia,The Death and Re-birth of the Electric Car available athttp://www.theyoungwanderer.com/the
death-and-re-birth-of-the-electric-car-andrew-xia/
Engine
Rear Wheel
Transmission
Drive Shaft
9
Clutch
U-joint
Differential
10
'From Manual to Automatic'
Sushant Hingane
Area of interests
Mathematical Modelling and
Simulation, Control System.
11
torque but less speed, whereas higher gears

provide less torque but high speed. Thus, for a
driver, it becomes obvious that he needs high
torque power (i.e. lower gears) while moving
the vehicle from the rest, or to climb a hill, or in
case if the vehicle is heavily loaded. In
ordinary driving conditions, when the vehicle
is already in motion and has acquired a
significant speed, the driver can shift to higher
gears to multiply the rotational speed coming
from the engine, of course at the cost of the
torque power.
I.Introduction: Trans-mission
Impossible!
Imagine yourself in a dirt track racing or in a
race on a terrain that has steep slopes and
sharp turns. Would you let your car decide
what wheel torque to select? On the other
hand, consider yourself in bumper-to-bumper
traffic condition on a city road where there are
several traffic junctions and cross sections. Do
you want to keep on shifting the gears every
time you slow down or put the pedal to the
metal? Or you want a car that is smart enough
to select the gear according to the accelerator
pedal position? The easiest type that will come
to you depends on which side of the Atlantic
you are. Around 80% of the car users in the
United States prefer automatic gear shift over
manual, whereas 80% of the European car
users prefer manual transmission over
automatic [1]. But that doesn't mean
automatic transmission vehicles are not liked
in Europe. In fact, they are. Even in a growing
automobile market in India, the automatic gear
technology is much appreciated and is in
demand these days. Ok, so moving further,
let's gear up now, shall we?
Manual transmission, sometimes referred to

as Standard, is the simplest form of the
vehicle transmission so far. In this system, the
interlocking gear wheels are so arranged that,
by operating the selector lever, a driver can
select one of the several speed ratios between
input shaft and output shaft. And to allow
smooth shifting from one gear to another, a
clutch is provided to disengage the engine
from the transmission. Figure 1 shows a block
diagram overview of manual transmission.
In this article, we will discuss some of the types

of the vehicle transmissions and then you can
make a reasonable choice for yourself. We will
see the advantages and the drawbacks of
each of the transmission technologies. The
components that go into each type and their
functionalities are also covered in the article.
Figure 1: Manual transmission system overview

A. Clutch
The first stage in the transmission of a car with
manual gearbox is a clutch. This concept is an
excellent solution for changing the gears while
the vehicle is moving. The job of a clutch is to
engage or disengage two rotating shafts, one
driven by the engine and other driving the
wheels. Purpose is to prevent the stalling of
the engine when vehicle has come to halt.
II. Manual transmission: Swagger

with a stick
Before getting into manual transmission, let's
begin with transmission. What exactly is a
transmission system? The job of a vehicle
transmission [2] [3] [4] is to take the torque
power coming from the engine and transfer it
to the wheels, through various component
assemblies. Now, it is not just the 'transfer' of
the torque, but it is also 'multiplication' or
improvement of the engine torque through the
gear set assembly. Lower gears provide high
Most of the clutches work on the principle of

friction. When the clutch pedal is pressed, a
cable or a hydraulic piston pushes the friction
disk from the gear side to get disengaged with
the disk from the engine side. This is the time
when the gear is to be shifted. Since the clutch
action is based on the friction, it is always
recommended to gradually press the clutch to
achieve a smooth transition.
Outer planet
gears turn
ring gear
Planet carrier
is locked
in place
Large sun gear

'freewheels'
Inner planet
gears mesh
with, and turn
outer planet
gears
Input from
torque
converter
Small sun gear

turns inner
planet gears
12
IV. Automatic transmission- Just

step on the gas!
B. Gears
Manual transmission has relatively simple
gear mechanism as compared to automatic.
The gear shift procedure is to press the clutch
pedal gradually, move the gear selector lever
in the appropriate gear position and then
release the clutch pedal.
The period from 1940 to 1960 was when the

biggies in the American automobile industry,
like General Motors, Ford, and Chrysler
started to adopt the automatic transmission
system (or simply automatics) and a
significant number of automatic vehicles
started to run on the roads. The automatic
transmission can switch to the optimum gear
without driver's intervention, except for
starting the vehicle and going into the reverse.
For a person behind the wheel, the main
differences in driving an automatic
transmission are:
- There is no clutch pedal.
Figure 2: Simple gear mechanism [Ref. 6]
- There is no gear selector lever.

Figure 2 shows a five speed transmission on a
standard transmission vehicle. In this, the
movement of the three collars (shown in pink)
is controlled through the gear selector fork and
in turn the gear selector lever [5].
So, when a user has selected the 'Drive'

mode, the gear changes automatically.
The Figure 4 shows a schematic overview of
the automatic transmission line.
III. Semi-automatic transmissionManumatic or Autoual?

The transmission technique that is
intermediate between manual and automatic
transmission is semi-automatic or also known
as clutch less manual transmission or dualclutch transmission. In this, the transmission
does not change the gear automatically, but it
eliminates the need of a clutch for the gear
transition.
Figure 4: Automatic transmission system overview

A. Torque Converter
Unlike the manual transmission, there is no
clutch (and of course a clutch pedal) in an
automatic transmission. So, there is no
mechanism that will disengage the gearbox
input shaft and the engine crankshaft while in
a gear transition. If the engine crankshaft and
the gearbox input shaft are always connected,
the engine will stop as soon as the vehicle
comes at rest. To solve this problem, the
torque converter is used [7].
In a semi-automatic transmission there are

two clutches (so is called 'dual clutch
transmission'), but no clutch pedal. So, unlike
the manual transmission, where the driver
presses the clutch pedal and changes the
gear with the selector lever, the clutches are
controlled through electronic or hydraulic
controls [6]. One clutch controls even
numbered gears and the other clutch controls
the odd numbered gears, as shown in Figure
3.
This device not only provides a mechanical

decoupling of the input shaft (turbine output
shaft in Figure 5) and the engine crankshaft,
but also multiplies the engine torque up to the
ratio 3:1 with the help of fluid coupling.
Planet carrier
is locked
in place
Figure 3: Dual clutch assembly [Ref. 7]
Outer planet
gears turn
ring gear
Large sun gear

'freewheels'
Inner planet
gears mesh
with, and turn
outer planet
gears
13
Input from
torque
converter
Small sun gear

turns inner
planet gears
The vehicle can have more than one planetary

gear set. By controlling the clutches and the
brake bands, one can prevent certain
components from moving. In doing so, the
inputs and the outputs of the system can be
altered, thus, a change in overall gear ratio is
achieved. The final gear ratio depends on
which component is fixed, which component is
driving and which one is being driven. The
simple planetary gear operation is explained
in Table 1.
Figure 5: Torque converter [Ref. 8]

As can be seen in Figure 5, the torque
converter casing is filled with the transmission
fluid which takes the kinetic energy from the
vanes of the rotating pump (impeller)
connected to engine and transfers it to the
turbine which drives the output shaft.
There is a high torque requirement when the
vehicle has to start from the resting position.
This initial push is provided by a small
component called a stator. The returning fluid
from the turbine vanes to the impeller is
redirected by the stator so that it aids the
rotation of the impeller, instead of impeding it.
This action results in the increase in the
turbine output torque and reduction in the heat
loss in the fluid.
These gears are automatically changed by

using hydraulics or solenoid techniques which
are discussed in a further section.
Table 1: Simple planetary

gear operation [Ref. 9]
Stationary
Ring gear
Sun gear
Planet carrier
The planetary gear set or epicyclic gear

system, consists of one or more sets of a
centrally pivoted sun gear, a ring gear (or
annulus) and several planet gears which
rotate between these. Similar to the solarplanetary system, the planet gears rotate
around the sun gear.
Outer planet
gears turn
ring gear
Input from
torque
converter
Large sun gear

'freewheels'
Small sun gear

turns inner
planet gears
Planet carrier
Sun gear
Increased Reduced
Ring gear
Planet carrier
Reduced Increased
Carrier
Ring gear
Increased Reduced
Sun gear
Ring gear
Reduced Increased
Ring gear
Sun gear
Increased Reduced
Rotational
direction
Same direction
as drive
member
Same direction
as drive
member
Opposite direction
as drive
member
C. Transmission control unit.

The automatic transmission system is
controlled using the computerized
'Transmission Control Unit' ECU [10], which
performs the following functions:
- Monitor the torque converter parameters
such as transmission fluid temperature, slip
ratio, output shaft torque, etc.
- Monitor the wheel speed, engine speed,
engine torque, etc.
- With the measured parameters of the vehicle
speed and engine speed, calculate the most
suitable gear ratio for the transmission.
- Control the clutches and brakes in the gear
sets to automatically shift the gears in order to
meet the prior calculated gear ratio.
Gear shift using electric solenoids.
The shifting of the gears in automatic is merely
controlling the clutches and the brake bands in
the gear set. One of the ways to control them is
using electrical solenoids, a device that will
convert the electrical signal into a translational
motion of a needle. This needle, when pushed
on the clutch band, will engage the gear.
Gear shift using pressure solenoids.
For some transmission controls, the gear
clutches and bands are hydraulically
controlled using hydraulic pressure actuating
solenoids. These are the solenoids in which
the translational movement of the needle is
controlled through hydraulic pressure.
B. Planetary Gear Set
Inner planet
gears mesh
with, and turn
outer planet
gears
Planet carrier
Rotational
Torque
Speed
Reduced Increased
Sun gear
One more feature of the torque converter is an

electronically operated lock-up clutch. When
the vehicle reaches a high speed, the lock-up
clutch gets activated to mechanically connect
the flywheel from the engine side and the
output shaft turbine. This brings the
transmission fluid temperature down by
reducing the load on circulating the fluid. In
this condition, the total engine speed is
transferred to the planetary gearbox.
Planet carrier
is locked
in place
Power Input Power Output
14
V. Automatic transmission: Driving

modes
slowing down the engine with the help of a

friction-based retarder. This is a way of
slowing down the car without downshifting or
even without pressing the brake pedal.
Even though there is no 'gear selector' lever in

fully automatic vehicles, the drivers are
provided with various drive mode options
which even include the manual gear shift
mode. Some of the vehicles have a mode
selector lever while some of the vehicles have
a rotary knob. Mentioned below are some
ofthe important drive modes [10].
VI. Conclusion Trans-mission

accomplished!
A brief comparison between manual and
automatic transmission is provided below.
Park (P). This mode prevents the vehicle from

moving by locking the transmission. The park
mode engages the teeth on the notch provided
in the parking brake to hold the vehicle still.
Since it only locks the transmission, when in
Park mode, the driven and non-driven wheels
can still rotate freely. That's why it is always
recommended to use hand brake when
parked.
Parameter
Cost
Neutral (N). In this mode, by disengaging all

gear trains within the transmission, no torque
is transferred to the drive wheels. This mode
can be selected just before a driver stops the
engine.
Drive (D). This position allows the
transmission to use all forward gears (totally 4
to 8 depending on the vehicle) in high or low
range.
Manual
Automatic
Costs less as compared to the

automatics.
Driver's
Comfort
Speaking in general, manual

transmissions are less convenient than
automatic. But again, it depends on how
comfortable/conversant the driver is with
the gear stick.
Fuel
Economy
More fuel efficient.
Control
Manual wins here. For a person who

wants a complete control over the wheel
torques, manual transmission provides a
level of flexibility to set the gear ratio
which is favourable in situations like
racing, off-road terrains, etc.
Panache
Looks cooler and feels sporty. You need

manual transmission vehicle to win a
race.
Costs more but some might feel

it worthy to pay more.
When it comes to the driver's
comfort, all the extra money that
is spent on the automatic
vehicles starts paying off.
Consumes more fuel than
manual.
The vehicle intelligence sets the
gear ratio, based on the
selection of various drive modes
by the driver.
Automatics win the race of

technology, but it is still not
something what the James Bond
would drive.
Manual transmission is the old school method

where the (smart and skilful) drivers can enjoy
the complete control over the power delivered
to the wheels. But they are not made for
everyone. While, the automatic transmissions
applies so much advancement and ingenuity
into the computerized control that it brings out
an excellent driving experience as the years
go by. So, the drivers who like to have
complete control of their vehicle can go for the
manual transmission, while those who prefer
an intelligent vehicle that drives itself can go
for an automatic transmission- pick your
choice and set the wheels in motion.
Reverse (R). This mode can only be selected

when the vehicle is stationary and engine is at
idle, allowing a vehicle to be driven
backwards. Reverse is very similar to the first
gear as far as the gear ratio is concerned.
Overdrive (OD). In this mode, the torque
converter lock-up clutch engages the flywheel
as discussed before, to maximize the output
speed. Transmission will automatically select
the gear according to the vehicle speed and
the throttle pedal position.
References
[1] Blog: Automatic versus manual cars, by Tim Barnes-Clay, May 28th 2013.
[2] BOSCH Automotive Handbook, 8th edition- May 2011, Wiley, Chapter Drivetrain
th
[3] William B. Ribbens, Understanding automotive electronics, 7 edition 2013,
chapter Digital Powertrain control systems
[4] Davy Geuns, Description: Automatic gearbox, June 2003
[5] A real transmission, part of How manual transmission works.
Available:http://auto.howstuffworks.com/transmission4.htm
[6] Dual-clutch transmission, Wikipedia.
[7] Inside a torque converter, part of How torque converter works.
Available:http://auto.howstuffworks.com/auto-parts/towing/towing
capacity/information/torque-converter2.htm
[8] The transmission bible
Available: http://www.carbibles.com/transmission_bible_pg2.html
[9]Automatic transmission- course 262 section 3, TOYOTA technical training
Available: http://www.autoshop101.com/forms/AT03.pdf
[10] Automatic transmission, Wikipedia
Outer planet
gears turn
Available: http://en.wikipedia.org/wiki/Automatic_transmission
Sport (S). This mode, similar to the Drive

mode, uses all the forward gears, but up shifts
and holds the gears at higher engine speed,
thus, improving the acceleration. This mode is
especially used in the off-road conditions.
Manual (Steptronic) (+/-). Manual mode
allows the transmission to operate in semiautomatics steptronic mode. The driver can
shift gears up and down with the freedom of
manual transmission.
Winter (W). This mode engages second gear
instead of first, while driving off from the
stationary position, in order to avoid the loss of
traction due to wheel spin on snow or ice.
ring gear
Brake (B). This mode works as an engine

brake while the vehicle is descending a hill by
Planet carrier
is locked
in place
Large sun gear

'freewheels'
Inner planet
gears mesh
with, and turn
outer planet
gears
15
Input from
torque
converter
Small sun gear

turns inner
planet gears
16
Hydraulic Hybrid
Milind Potdar
Areas of Interest
Embeded System,
Hardware & S/W Design, RTOS.
Kailash Srinivasan
Corporate Marketing
Areas of Interest
Content, Marketing Communications,
New Media, Digital Marketing.
17
I. Introduction
energy generated every time a driver brakes,

also known as regenerative braking. However,
instead of storing energy in a lithium-ion
battery (like in battery-operated hybrids), the
hydraulic systems uses a hydraulic pumpmotor, reservoir, and accumulator with an
internal combustion engine. The energy is
used to move fluids from a reservoir into the
accumulator. As the fluid enters the chamber
there is a build-up of pressure, which turns into
compressed energy helping to launch the
vehicle.
As the number of vehicles has increased on

road, so have the ill-effects on the
environment. Vehicle manufacturers have
come to realize this and have been constantly
working towards reducing the vehicular
emissions without compromising on the
performance of the vehicle. These pursuits
lead to having electronic controls in engine for
diesel, petrol, and gasoline engines. However,
it was found that having only an internal
combustion engine with electric power wasn't
going to be sufficient for reducing emissions.
As a next step, the battery-operated electric
vehicles were launched. But they were not
feasible for long drives as the battery was the
only source of power and the battery needed
to be recharged frequently. This limitation of
the electric vehicles gave birth to the idea of
'hybrid vehicles'.
The hydraulic hybrid systems are cheap and

fuel efficient as they can store energy quickly,
allowing them to capture more energy from the
braking. Hydraulic hybrid recovers up to 75%
of the vehicle's kinetic energy compared to the
25% for the electric hybrids. Hydraulic hybrids
are more effective and efficient for vehicles
that need to start and stop frequently. Hence, it
benefits commercial and heavy duty vehicle,
like garbage trucks, delivery trucks, and city
buses, as these vehicles need to start and
stop a lot while on their way.
The hybrid vehicles use two or more

propulsion systems; integrating an internal
combustion engine with some second power
source. Hybrid vehicles utilize two sources of
power and energy to achieve optimal
propulsion and efficiency for a vehicle. One
type of hybrid is the motor and batteryoperated hybrids. These hybrids offer several
benefits, such as fuel efficiency, good mileage,
fewer emissions etc. The other hybrid sources
for powering a vehicle include gaseous fuels
like hydrogen, CNG, LPG, ethanol, hydraulics,
etc. In this article, we will explore the hydraulic
hybrid vehicle system. A hydraulic hybrid
system uses pumps or motors to store energy
in hydraulic accumulators. Hydraulic hybrid
systems works well for heavy duty vehicles
and off-road vehicles, as they require large
space for the pumps/motors and the
accumulators.
III. Working Principle

As shown in Figure 1, hydraulic hybrid vehicle
system consists of four main components [1]:
1. The working fluid
2. Reservoir, pump/motor (in parallel hybrid
system) or in-wheel motors
3. Pumps (in series hybrid system)
4. Accumulator
Fluid
II. Hydraulic Hybrid Systems

ICE
Pow
ertra
in
split
Tran
smis
sion
Hydraulic systems are similar to conventional

hybrid electric vehicles in the sense that they
both improve fuel economy by utilizing the
Gas
HYD
MOTO
R
Accumulator
HYD
PUMP
Fluid
Gas
Reservoir
Figure1: Block diagram of Hydraulic Powertrain
18
Like the motor and battery operated hybrids,

the hydraulic systems are also configured as
the parallel hydraulic hybrid and the series
hydraulic hybrid. In a parallel hydraulic hybrid,
the hybrid components (reservoir, pump and
accumulator) are attached to the conventional
transmission and the driveshaft which drives
the wheels. So, it is an add-on to the existing
drive train. The engine provides power to the
wheels through the conventional transmission
system. This configuration allows the
hydraulic system to assist the engine in
stopping and accelerating the vehicle. The
kinetic energy lost during braking is stored in
the hydraulic accumulators.
conditions when the right kind of oils is utilized.

Hydraulic hybrid systems are fuel neutral they can be applied to vehicles using different
types of fuel, like diesel, CNG, LPG, etc.
Hydraulic hybrid technology offers improved
acceleration and reduced fuel consumption,
brake wear and emissions [5].
Although the hydraulic hybrids are now finding
a place in the market, adapting hydraulic
systems for commuter cars will prove to be a
big challenge. The reasons are plenty.
Small/passenger cars do not have the
necessary space to accommodate the bulky
air storage tanks that are found in larger
vehicles. Add to that the industrial-quality
noise, which will also have to be drastically
reduced to suit smaller cars. So, the way
forward will be to find a way to power to all
electrical systems in a vehicle, such as wind
shields, headlights etc., without relying on a
battery. Several companies are working on or
have plans to work on the hydraulic hybrid
vehicles. If their technology is successful, it
could prompt many manufacturers to go for
hydraulic hybrids and it may potentially
change the market for the commuter vehicles.
In a series hydraulic hybrid there is no

conventional transmission and driveshaft. The
engine is not connected to the wheels and the
power is directly delivered to the wheels. The
pump acts as a motor and uses the high
pressure fluids from the accumulator to propel
the vehicle. As the hydraulic system itself
drives the wheels, the gasoline engine can be
shut off, unlike in the parallel hydraulic
hybrids, providing more fuel savings. Both, the
parallel and the series configuration lead to
improvements in fuel economy, brake life,
acceleration and emissions.
References
Figure 2 shows the actual hydraulic system in

vehicle developed by Peugeot and BOSCH.
1. Hydraulic Hybrids
Available online at:
https://en.wikipedia.org/wiki/Hydraulic_hybrid
2. How hydraulic hybrids works
Available online at: http://auto.howstuffworks.com/hydraulichybrid2.htm
3. Hydraulic Hybrid system, by Bosch
Available online at:
http://www.bosch.fr/en/fr/newsroom_7/news_
7/news-detail-page_12864.php
4. Improving the fuel economy by using Hydraulic Hybrid
Powertrain in passenger cars by SakotaZeljko (Machines,
Technologies, Materials: ISSN 1313-0226. ISSUE 4/2013)
Figure 2: Actual working model (Ref. 3)
IV. Conclusion
5. Presentation, Hydraulic Hybrid Vehicle Technologies, by

Michael Conrad, September 9, 2008.
Hydraulic hybrid systems are lighter and

cheaper than the electric systems of similar
power. High power hydraulic systems are
robust systems. Hydraulic systems are perfect
for all the heavy-duty vehicles such as trucks,
busses, military vehicles, etc. as they need to
start and stop frequently. The hydraulic hybrid
systems can operate over a range of climatic
19
20
Hybrid Powertrain: 'Revolo'

Sachin P. Pandit
Revolo Hybrid Program
Areas of interest
System Engineering,
Control Logic Development,
& Performance Optimization of HEV
Nandulal Kushabhau Gavali

Hybrid Solution
Area of Interests
Motor Control,
ECU Designs for Powertrain,
& Automotive Embedded Applications
21
I. Introduction
Innovation of the Year 2011' award at Global

Knowledge @ Wharton Innovation
Tournament.
The current global warming, pollution, price

inflation and depletion of natural resources
have led to a need for development of green
technologies. The amount of pollution caused
by vehicles and continued increase in
gasoline price has resulted in a need for
searching alternate fuel options. Research
has been ongoing since the time of conception
of the vehicle, to make it more efficient in terms
of fuel usage and to make it more
environmental friendly. This has given rise to
alternative technologies to the conventional
internal combustion engines. One such
alternative developed is the hybrid vehicle
technology. A hybrid vehicle is the one in which
the engine is acting as one power source
whereas the battery or fuel cell is acting as
another power source.
II. Scope of the Article

The broader scope of the article is to study the
different types of hybrid powertrains available
in industry as well as the different components
included in such powertrains. We also present
a case study on the innovative and patented
electric-hybrid vehicle system, 'Revolo'. It is
invented, designed, developed, and
manufactured by KPIT Technologies.
III. Background
Hybrid vehicles operate on a dual mode,
wherein the power is provided by both, an
engine and a motor. The motor is used to drive
the partial load which is carried by the engine.
The motor is directly connected to engine
either through a belt-pulley drive or through a
gearbox assembly. In some designs, the
motor is placed on the shaft where it connects
to a differential gear box of the vehicle.
Different types of motor technologies are
being deployed into the hybrid vehicle system.
It is well known that hybridization of the vehicle

reduces the total emissions caused by the
vehicle in its entire life. Hence, the hybrid
vehicle systems are useful to reduce
greenhouse gases. 'Revolo', is one such
affordable and innovative plug-in hybrid
electric vehicle technology developed by KPIT
Technologies. This plug-in, parallel hybrid
solution transforms vehicles, enables motor
and engine to work seamlessly for a fuel
efficient, green vehicle. 'Revolo' maybe used
as a retro-fit solution and hence provides the
advantage of converting the existing on-road
vehicles into a plug-in hybrid. The product
once fitted will help improve fuel efficiency of
over 35%, reduce CO2 Emissions by over
30% and resulting in net energy savings of
over 25%. The solution is applicable to a large
range of vehicles from a small 800cc gasoline
hatchback to 3000cc diesel light commercial
vehicle OR school bus. Given the way it is
designed and engineered, Revolo is the most
frugal plug-in hybrid solution available. No
wonder that KPIT Technologies has won many
prestigious awards for this innovative
technology. Some of the awards include: Wall
Street Journal's Technology Innovation Award
in 2011, and 'Best Implemented Sustainability
The batteries used as the second power

source for supplying power to the motor are
Lead Acid, Ni-MH (Nickel-Metal hydride), and
Li-Ion (Lithium-ion) types. The Valve
Regulated Lead Acid(VRLA) batteries are the
most commonly used in industry. Good thing
about the VRLA batteries is that it can be
recycled. Hence, the emission or waste
created due to these batteries is very low and
can be advantageous when compared to
Gasoline/Diesel/CNG engines. Li-Ion has a
very good energy to weight ratio. It also has a
good life over the lead acid batteries. Li-Ion
batteries have to be protected against the high
rate of charge, high discharge, and high
temperature so as to use them into a safe
operational zone.
IV.Different types of Hybrid

Powertrain
Today different types of hybrid configurations
are employed in vehicles. The major
difference is based on how the engine and the
motor assist each other in the total operation
of the vehicle. There are also differences
based on the how much hybridization has
been used in the vehicle. These differences,
based on the level of hybridization, are
covered
22
Wheel
in detail in the subsequent sections.
V. The different hybrid topologies

are as follows:
Charger
A Parallel Hybrid Topology

The parallel hybrid topology is shown in
Figure1 [1]. In this topology, the motor is
directly coupled to the engine through a
coupling or a pulley-belt arrangement. A
power-electronic converter is the 3-phase
inverter, along with intelligence of applying
different amount of torque based on the
speed-load condition of the vehicle. The
engine RPM is measured using an engine
crank-speed sensor. The vehicle speed is
measured using a speed sensor. The
difference in speeds always gives the gear
position in which the vehicle is running. This is
the indirect load measurement on the engine.
The motor revolutions per minute (RPM) can
be varied and based on the speed of the motor
Engine
3 phase
Motor
Generator
Figure 2: Typical Series Hybrid topology in a Vehicle

The vehicle will always run as an electric
vehicle while the engine, generator, charger,
and battery will be acting as a fuel cell. The
main limitation of this topology is that the
aftermarket system assembly becomes
difficult. So, it can be advantageous if this has
been fitted by the OEM into the vehicle.
C. Series-Parallel Hybrid Topology
As name suggests, it is the mixed series and
parallel hybrid topology. It is also known as
Power-Split hybrid topology. The engine is
directly coupled to the motor as well as
generator for battery charging. Hence, the
capacity of engine will be higher than
whatever is used in the Series-Hybrid
topology.
Wheel
Motor
Controller
Motor
Controller
3 phase
Motor
VI. Level of Vehicle Electrification

A. Micro-hybrid
In micro-hybrid type vehicle, the engine will be
stopped during high idle time and the
regenerative braking is used to stop the
engine instantaneously. The vehicle will start
simply by pressing the clutch paddle or any
other means. This will be advantageous in
terms of fuel economy and the reduction of
vehicle emission.
Coupling
IC Engine
Figure 1: Typical Parallel Hybrid topology in a vehicle

torque applied can be controlled. The vehicle
can be tuned on chassis dynamometer for
various torque-speed operating points. The
speed differential created between the engine
RPM and the motor RPM will determine the
actual assistance applied.
B. Mild-hybrid
The mild hybrid type vehicle is similar to a
micro-hybrid with addition to torque
assistance to the engine. A typical example of
a mild-hybrid is the Honda Civic.
C. Strong hybrid
The strong hybrid consists of the mild hybrid
components plus an electric launch. It means
that the vehicle can launch in an electrical
mode. The battery used is smaller than PHEV
type and generally it is less than 2KWhr rating.
Due to the smaller battery used the total
electric range is less. A good example of a
strong hybrid is the Toyota Prius.
B. Series Hybrid Topology

The typical series hybrid topology is as shown
in Figure 2 [1]. The engine is used to charge
the batteries in a running condition. The main
advantage of this system is higher efficiency.
The engine can be run at a constant speed or a
variable speed based on the charging current
required. Hence, it can be ensured that the
engine will always run at the highest possible
efficiency.
23
D. Plug-in Hybrid Electric Vehicle (PHEV):

In this type of electrification, the strong hybrid
type is added with a plugging feature. The
plugging feature means an external charging
facility is made available. Higher capacity
batteries are used (> 2KWhr) in this type of
hybrid so that longer electrical range is
achieved. A good example of a PHEV is the
KPIT 'Revolo'.
E. Electric Vehicle
In pure electric vehicle, there will be no engine
available. The only source of power is the
electrical motor which generates the energy
required to drive the vehicle. Higher capacity
batteries are used so as to achieve longer
electrical range.
VII.KPIT Revolo
System[3][4][5]
I. Electric Motor: A compact size caged rotor

induction motor provides torque up to 25% of
the vehicle engine rating.
II. MCU: Also referred to as the inverter which
precisely controls the torque of the electric
motor as decided by the control algorithm.
III. HCU: Control logic for the complete
operation of Revolo powertrain resides in the
KPIT designed Hybrid control unit (HCU).
IV. Traction Battery Pack: 48V DC battery
pack provides the electrical energy sufficient
to achieve the decided/predetermined hybrid
range.
V. Traction Battery Charger: Charger
ensures the charging of the hybrid battery
pack with a predefined charging profile to
maximize the life of hybrid battery pack. This
charger works with domestic power outlet.
Hybrid
A. Introduction of Revolo Hybrid System

'Revolo' hybrid is a plug-in parallel electric
hybrid powertrain developed by KPIT. This
powertrain allows the engine and an electric
motor to supply torque to the wheels. Revolo
powertrain can be adapted to either gasoline
or diesel engine vehicles which can either be
retrofit or be integral to the on-road vehicles.
VI. DC to DC Charger: 48V DC to 12V DC

converter fulfills the load requirement of the
vehicle's electrical system. This converter is
required in those Revolo powertrain
configurations where the 12V alternator is
removed from the vehicle.
The objectives of Revolo Powertrain are to

increase the fuel economy, reduce the
exhaust emissions and to recover the braking
energy.
B. Working Principle
There are certain operating zones of the
engine where the exhaust emissions are very
high. The carbon content in the gases from the
exhaust indicates the fuel economy of a
vehicle. Higher the carbon content, lower is
the fuel economy of the vehicle. Engine torque
sharing at these high emission operating
zones results into lowering of the amount of
exhaust emissions which further leads to an
increased fuel economy.
The block diagram arrangement of the major

Revolo powertrain components is shown in
the Figure 3. It consists of the following
components:
Motor
Vehicle
Battery
Engin
Pack
Revolo powertrain works on the torque

sharing principle. Electric motor provides the
torque assistance to the engine where the
exhaust emissions are very high. Emission
simulation tuning approach helps in
determining the low emission operating points
and the amount of motor torque being
provided to the engine [2].
MC
DC-
DC
HCU
Battery
Pack
Charge
r
Revolo powertrain continuously operates in

the following modes:Hybrid traction, Engine
alone and Regeneration.
Figure 3: Block Diagram arrangement of

Revolo Powertrain System
24
VIII. Conclusion
Vehicle Sensors and

Switches
HCU
MCU
Engine
Battery Pack
ECM
There are different types of hybrid topologies

that have been experimented with. Also, there
are different amount of electrifications
available in the vehicle, from micro-hybrid to a
complete electric vehicle. KPIT 'Revolo' is one
of the PHEV types of hybrid system. It is
designed such that, as a retro-fit application, it
will take minimum amount of time to install into
a vehicle. Revolo performance statistics are
illustrated in Figure 6.
Motor
Figure 4: Overall Control Scheme of Revolo Powertrain

The control algorithm residing in the HCU
decides the mode of operation and the
corresponding amount of positive, zero or
negative torque command considering the
driving conditions. Driving conditions are
sensed by the sensors and the switches
located in the vehicle. HCU communicates
this torque command to the MCU which further
controls the operation of the motor,
accordingly. Figure 4 shows the overall control
scheme of the Revolo powertrain.
Emission reduction
30%+
Cost of travel
decreases by
25%+
Fuel
efficiency
improvement
35%+
Figure 6: Revolo performance statistics

In Revolo, the torque assisting is designed in
such a way that the above parameters can be
matched. Apart from the targeted parameters,
the safety issues are also considered into the
design and the selection of different
components into hybrid system. Revolo is an
entirely new and novel approach to
hybridization. Till date, 14+ patents have been
filed for the 'Revolo' technology across various
countries. The patents are for both, novel
designs at component level as well as at the
system level. The patent applications cover a
wider variety of novel ideas related to the
motor, motor control, energy storage systems,
and hybrid systems with lower power
requirement for vehicle. Furthermore, the
product is independent of the degree of
electronic control of the base vehicle and can
also be installed in vehicles with a pure
mechanical powertrain.
C. Dynamometer Testing Results

With an optimized HEV control algorithm, the
o v e r a l l s y s t e m e ff i c i e n c y i m p r o v e s
significantly. Figure 5 illustrates the change in
carbon dioxide emissions because of motor
assist on a particular zone of a drive cycle.
Primary axis indicates the vehicle speed and
secondary axis indicates the carbon dioxide
emissions. It can be observed that with the
Revolo hybrid technology, the emissions are
reduced almost by 40% in this operating zone.
References
1. Available online,
http://en.wikipedia.org/wiki/Hybrid_vehicle_drivetrain
2. U.S Patent no. 8,560,156, titled 'Power assisting
system'
3. U.S Patent no. 8,596,391, titled 'Method of
converting vehicle into hybrid vehicle'
4. U.S Patent no. 8,423,214, titled 'Motor assistance
for a hybrid vehicle'
5. U.S Patent no. 8,606,443, titled 'Motor assistance
for a hybrid vehicle based on user input'
Figure 5: CO2 emissions with Revolo and without Revolo

D. Safety Considerations
Various safety considerations that are taken
care of in the Revolo powertrain include over
temperature, over voltage, over current, under
voltage, short circuit, EMI/EMC compliance,
vehicle ignition interlock and emergency
manual cutoff.
25
26

Samir Sattigeri
Hybrid Revolo
Areas of Interest
Alternate Fuel &
Advanced Technology in
Powertrain Development
Kiran Dakle
Hybrid Revolo
Areas of Interest
Vehicle/Component Homologation
& Testing
27
I. Introduction
modification of the engine from CI

(Compression Ignition) to SI (Spark Ignition).
This modification includes changes in the
cylinder head, the piston, the cylinder, the
ignition system, the cooling system, etc [3].
Powertrain is the heart of an automotive

design. Engine and transmission are the main
components of a vehicle powertrain. Engine
generates power required to drive the vehicle
by combustion of the fuel. This power is then
applied to the drive the vehicle through the
transmission. Broadly, the two types of fuels
that are used in the vehicle are gaseous fuels
and liquid fuels. Out of these, diesel and
gasoline are the conventional fuels used in a
vehicle.
Figure 1 below shows the basic layout of a

CNG enabled vehicle.
Stepper
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Energy, security, environmental effects and

pollution, CO2 reduction, etc. are the key
drivers that are causing automotive
manufacturers to conduct research on
exploring use of alternate fuels for driving the
vehicles. The alternate fuels that can be used
to drive a vehicle can be broadly classified into
two groups:
Engine
CNG ECU
CNG Fuel
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CNG Tank
1. Gaseous Fuel
2. Liquid Fuels
Refilling
valve
In this article, we will take a detailed look at

some of the gaseous fuels, their powertrain
modifications, the technology roadmap and
application, the pros and cons and the
challenges. This is followed by a brief look at
the liquid fuels and the hybrid and electric
vehicles.
Figure 1: Basic Layout of a CNG Enabled Vehicle

Running a gasoline vehicle on hydrogen
needs a number of changes/modification in
the base powertrain like the valves,
connecting rod, spark plug, ignition coil and
intake manifold, etc.
One example of
modification is there placement of the normal
spark plug with non-platinum tip plugs. The
modification costs would be about 1.5 times of
the current cost of the gasoline engine [2].
II. Gaseous Fuel

Now-a-days increasing numbers of vehicles
are seen running on gaseous fuels like CNG
(Compressed Natural Gas), Propane / LPG
(Liquefied Petroleum Gas), hydrogen, etc.
Amongst them, CNG and LPG fuels are being
used widely [1].
B. Technology Road Map

i. In Vehicle Technology: For CNG / LPG
vehicles, it primarily started with the 'Open
Loop' system (without feedback) integration
with carbureted vehicles. As time passed,
stringent emission norms forced this
technology to evade and then the 'Close Loop'
system took the lead in market from 1998 to
2010. Currently, the third generation system
called 'Sequential System' (Injection system)
is becoming more popular due to its reliability
and at par performance with gasoline
technology. Use of hydrogen as a fuel to run
the vehicle started with the supply of hydrogen
that was stored on-board to the engine. Then,
considering the passenger safety (as onboard stored hydrogen is risky), the next
phase evolved which is enrichment of base
A. Changes Needed in Base Vehicle

(Powertrain)
Technically, vehicles running on either
gasoline or diesel can be retrofitted to run on
the dual or dedicated fuel mode. It is possible
to retrofit a vehicle that is already in use and
now automakers are also coming up with
Stepper
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Gear Box
Engine
CNG ECU
CNG Fuel
Line
factory fitted CNG / LPG

vehicles. In case of
CNG/LPG, accommodating
an add-on fuel mode in a
gasoline vehicle is easier
compared to the diesel
vehicle. Retro-fitting an addon fuel mode in a diesel
engine vehicle need
28
CNG Tank
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make alternative fuel as a first choice for the

transportation industry. Multiple studies
suggest that the considerations mentioned
below will largely contribute in boosting the
alternative fuel usage [4]:
I.Government policies to promote
development and usage of alternate fuels
II. Facilitate local manufacturers to develop
technology in order to boost economy
III. Infrastructure development: Refilling
stations, fuel pipe line density, etc.
IV. Mandate to automakers for manufacturing
alternate fuel vehicles.
V. Tax incentives for vehicles enabled with
alternate fuel
VI. Individual contribution to protect the
environment and conserve energy
fuel with onboard generated hydrogen.

Currently, automotive industry is working on
using hydrogen fuel cell to run the vehicles
which is safer and also helps keep the
environment clean [3].
ii. Infrastructure Technology: Instead of
having one mother station and multiple
outlets, government should emphasis on
having multiple mother station as retail outlets.
This will increase fuel availability with correct
pressure (in case of CNG) and will encourage
people to go these greener alternate fuel
vehicles.
C. Technology Selection and Application
Alternate fuels being a source of cleaner and
economical fuel, they are now getting huge
traction in market. Automotive market is
mainly divided in two streams i.e. passenger
vehicles and commercial vehicles. Alternate
fuels like CNG, LPG and Hydrogen (in some
extent) are seen being popular in the
passenger vehicle segment. Option to choose
between the dual fuel and the dedicated fuel
mode are available for the customers.
However, commercial vehicles mostly run on
dedicated fuel mode only [3].
III. Liquid Fuels

Under the liquid alternate fuels, we will briefly
look at bio-diesel, LNG, ethanol and methanol.
A. Bio Diesel
Bio diesel is domestically produced, non-toxic,
biodegradable and a renewable fuel. It can be
manufactured from vegetable oils, animal fats,
or recycled restaurant grease. It burns cleaner
as compared to the petroleum diesel fuel.
Bio diesel is different from the vegetable and
waste oils that are used in fuel converted
diesel engines. Biodiesel is to be used in the
standard diesel engines. Biodiesel is a
domestically produced. It burns clean and is a
renewable substitute for petroleum diesel.
When biodiesel is used as a vehicle fuel, it
increases energy security, improves public
health and provides a cleaner environment.
D. Pros and Cons:

Alternate fuels are cleaner than the
conventional fuels which help to protect the
environment. Due to the complete combustion
of the alternate fuels, we save energy
compared to gasoline and diesel. The
operating costs are lower than its conventional
counter parts. As the end consumer is
benefited in monitory terms, the usage of
alternate fuels has been increasing. The
drawback of alternate gaseous fuels is that the
storage of such high pressure fuel in vehicle is
risky. However, mandate of exercising safety
code of conduct lowers the risk to minimum.
Also, installing the alternate fuel system on the
vehicle requires high initial cost.
Biodiesel can be used alone or may be

blended with petro diesel in any proportions.
Blends of biodiesel and conventional
hydrocarbon-based diesel are most
commonly distributed in the retail diesel fuel
marketplace. A system known as the "B" factor
is used to state the amount of biodiesel in any
fuel mix. For example, 100%
biodiesel is referred to as B100,
20% biodiesel, 80% diesel is
labeled B20, 5% biodiesel, 95%
diesel is labeled B5, and so on.
Blends of 20% biodiesel and
lower can be used in diesel
equipment with no or only some
minor modifications to the
E. Rules & Regulations

Some government rules are already in place
to regularize the use of alternate fuels in
vehicles either by retrofit solutions for the
existing vehicles or by use of factory
fitted/installed alternate fuel kits on vehicle.
F. Challenges: Consumer Acceptance
Step wise action plan needs to be executed to
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29
CNG Tank
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Biodiesel can be handled, stored and

transported without any risk.
powertrain [5] [6].

As compared to petroleum diesel, use of
biodiesel in a conventional petroleum diesel
engine substantially reduces tailpipe
emissions of unburned hydrocarbons (HC),
carbon monoxide (CO), sulfates, polycyclic
aromatic hydrocarbons, nitrated polycyclic
aromatic hydrocarbons, and particulate
matter (PM). All the engines that are
manufactured in 2010 and later are required to
meet the emission standards irrespective of
whether they are running on biodiesel, diesel,
or even natural gas. Selective catalytic
reduction (SCR) technology, which reduces
nitrogen oxide (NOx) emissions to near zero
levels, makes this possible. For these new
technology engines, the emissions from diesel
fuel are comparable to those from biodiesel
and are extremely low. These new technology
engines are some of the cleanest engines on
road. B100 provides the most reduction in
emissions, but lower-level blends also provide
some benefits. B20 has been shown to reduce
PM emissions 10%, CO 11%, and unburned
HC 21% in older engines. Greenhouse gas
and air-quality benefits of biodiesel are
roughly commensurate with the blend. B20
use provides about 20% of the benefit of B100
use [5] [7].
B. LNG (Liquefied Natural Gas)

In a gaseous state, liquefied natural gas
occupies about 1/600th volume of natural
gas.LNG is odorless, colorless, non-toxic and
non-corrosive.LNG is flammable after it
vaporizes into a gaseous state. The
/volumetric/ energy density of LNG is 2.4 times
greater than that of CNG or 60 percent of that
of diesel fuel.LNG achieves a higher reduction
in volume as compressed to natural gas
(CNG). Due to this, it is efficient to transport
LNG over long distances, where there are no
pipelines. Cryogenic sea vessels or cryogenic
road tankers are specially designed carriers
for transporting LNG [5] [8].
LNG is used to transport the natural gas to the
markets. It is then re-gasified and distributed
as pipeline natural gas. LNG maybe used in
natural gas vehicles. However, generally,
vehicles are designed to use the compressed
natural gas. The relatively high cost of
production and the need to store the gas in
expensive cryogenic tanks has hindered the
widespread commercial use of LNG.
C. Ethanol
Ethanol (CH3CH2OH) is a clear, colorless
liquid and a renewable fuel. It is made from
various plant materials collectively known as
"biomass." It is also known as ethyl alcohol.
Ethanol in a low-level blend is used to
oxygenate the fuel and reduce the air pollution
in more than 95% of the U.S. gasoline. Ethanol
is also available as E85, or high-level ethanol
blends. The flexible fuel vehicles are the ones
that can run on high-level ethanol blends,
gasoline, or any blend of these. The blender or
the fuel supplier mixed the Ethanol with the
gasoline before distributing it to the fueling
stations [5].
Biodiesel improves fuel lubricity and raises the

Cetane number (measure of combustion
quality) of the fuel. The lubricity of the fuel
prevents the moving parts of the diesel engine
from wearing out prematurely. The lubricity of
diesel fuels can be increased by use of
biodiesel at blend levels as low as
1%.However, before using biodiesel be sure
to check your engine warranty to ensure that
higher-level blends of this alternative fuel do
not void or affect your engine.
As biodiesel is nontoxic, it causes less
damage as compared to petroleum diesel if it
Stepper
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Engine
CNG ECU
CNG Fuel
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Due to the higher octane number that Ethanol

has as compared to gasoline, it provides
premium blending properties. Low-octane
gasoline is blended with 10% ethanol to attain
the standard 87 octane requirement. Ethanol
contains about 30% less energy than
gasoline. E85 contains about 25% less energy
than gasoline. High-level ethanol blends
contain less energy per gallon than does
gasoline, to varying degrees, depending on
is spills on the surface or

when released into the
environment. It is safer than
petroleum diesel because it
is lower combustion point.
The flashpoint for biodiesel is
higher than 130C, whereas
it is about 52C for petroleum
diesel.
30
CNG Tank
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However, charging infrastructure has been

improving recently. The advancement in these
charging facilities is making charging
convenient and allowing the driver to cover
longer distance ranges. This is giving the
drivers confidence to meet their needs by use
of the plug-in vehicles [10].
the volume percentage of ethanol in the highlevel blend. A lower octane number prevents
engine knocking, thus, ensuring drivability [5].
D. Methanol
Methanol (CH3OH) is also known as wood
alcohol. As an engine fuel, methanol has
chemical and physical fuel properties similar
to ethanol. Methanol maybe one of the
alternatives to the conventional transportation
fuels. Methanol is cheaper to produce as
compared to the other alternative fuels.
Methanol has a lower risk of flammability
compared to gasoline. Methanol also offers
important emission benefits as compared to
gasoline. It can reduce hydrocarbon
emissions by 30 to 40 percent with M85 and up
to 80 percent with M100 fuels. Since the early
1990s, the use of Methanol in vehicles has
declined drastically. Automakers are no longer
interested in manufacturing methanol vehicles
[5] [9].
V. Conclusion
Vehicles that run on alternate fuels can cost
less, reduce emissions, and reduce
dependence on foreign fuels. Alternate fuels
such as Natural Gas, Ethanol, Petroleum Gas
and Bio-diesel have a very bright future in the
wake of growing concern over the health of our
environment. The technologies like electric
and hybrid vehicle have been in the market for
a while now. However, to make them more
sustainable additional research is required on
battery technology since they are costly and
need frequent charging.
References
1. Semin, Rosli Abu Bakar, A Technical Review of Compressed Natural Gas as an Alternative
IV. Electric & Hybrid Vehicle

Under the Energy Policy Act of 1992,
electricity is considered an alternative fuel.
Electricity can be produced from various
primary energy sources. Plug-in vehicles are
capable of drawing electricity from off-board
electrical power sources (generally the
electricity grid) and store it in batteries.
Though not yet widely available, fuel cell
vehicles use hydrogen to generate electricity
in a clean manner onboard the vehicle.
Fuel for Internal Combustion Engines, American J. of Engineering and Applied Sciences 1 (4):
302-311, 2008, ISSN 1941-7020
2. Alternative Fuels: An Energy Technology Perspective, IEA/ATO working paper, Paris:
International Energy Agency, 2010.
3. Ross Braun, Doug Karlen and Dewayne Johnson, Sustainable Alternative Fuel Feedstock
Opportunities, Challenges and Roadmaps for Six U.S. Regoins, Soil and Water Conservation
Society, September 2010.
4. Clean Cities Program of U.S dept. of Energy.
Available online at: http://www1.eere.energy.gov/cleancities/
5. Department of Energy
In a plug-in electric vehicle, energy is stored in

the onboard rechargeable batteries. This
energy is used to power the electric motor.
Although vehicles that run only on electricity
produce no tailpipe emissions, there are
emissions associated with the production of
electricity itself. Fueling plug-in vehicles with
electricity is currently cost effective compared
to gasoline, especially, if drivers take
advantage of off-peak rates offered by the
utilities.
Available online at: http://www.energy.gov/

6. Alternative Fuels Data Centre
Available online at: http://www.afdc.energy.gov/fuels/biodiesel_basics.html
7. Biodiesel, Wikipedia
8. Liquefied Natural Gas, Wikipedia
9. Methanol, Wikipedia
10. Heejay Kang, An Analysis of Hybrid-Electric Vehicles as the Car of the Future,
Dept. of Science, MIT, June 2007
Stepper
Motor
Pressure
Regulator
Many plug-in vehicle owners prefer charging

their vehicles at home (or at fleet facilities, in
the case of fleets). Some employers offer
access to charging at the workplace. At some
places, plug-in vehicles have the facility to
access public charging stations at libraries,
shopping centers, hospitals, and businesses.
Gear Box
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32
Powertrain Component:
Variable Valve Lift
Subodh Pachghare
CREST,
KPIT Technologies Limited
Pune, India
Areas of Interest
High Performance Computing,
Parallel Programming,
Operating System Internals & Automotive
33
on exhaust camshaft. Variable valve timing is

achieved by cam phasing or by using multiple
camshafts. Both the systems employ heavy
amount of sensors to detect optimal timings
and act accordingly.
I. Introduction
Today's modern car engines are the best
examples of precision control systems, and
form a crucial part of powertrain, comprising
transmission, drive shafts, differentials and
final drive system. In this article, we will focus
on micro-components of the engine,
especially the parts that help the engine to
breathe. Inlet and outlet valves are the ones
that allow the engine to inhale air-fuel mixture
and exhale burnt gases respectively, thus, in
turn producing rotational power by means of
expanding gases.
Based on the crank-shaft rotational speed

sensor and ECU (Electronic Control Unit), the
car decides the timeframe for which to open
the exhaust valves and the intake valves. Cam
phasing takes input from the crankshaft
positional sensor, which in turn retards the
timing of the camshaft, thus, causing more
potent explosion of air-fuel mixture. This
results in high torque in the given RPM
(revolution per minute) bracket. Cam phasing
only works on the concept cam phase angle.
However, during recent times, cam phasing is
known to have some limitations. Variable
lobes cannot be used in cam phasing due to
the oscillating angle position of the cam shaft.
Early opening of valves (advance stage) can
be done by rotating the cam angle in the clockwise direction while delayed opening of valves
(retard stage) can be done by rotating the cam
angle in a counter-clock wise direction [2].
IV. Disadvantages of Pure Vvt

Systems, Need for Variable Valve
Lift & Design
Figure 1: Basic Engine Assembly (Ref. 1)
II. What are Engine Valves?

To understand what exactly valves do, we will
take a look at Figure 1. Valves are controlled
by camshafts having lobes designed
specifically to tap the valves that are reverse
tensioned by springs. This peculiar tapping by
lobe opens the valves inside the cylinder up to
a particular depth defined by the geometry of
the lobe. As soon as this lobe rotates, the
springs cause the valve return to its original
position. Both intake and exhaust cams are
operated by timing belts, which are again
driven by the engine power produced in the
last cycle. Each camshaft rotates once for
every two rotations of the crankshaft.
Only advancing and retarding of a valve

doesn't result into optimum torque delivery in
high/low rpm range. Design of lobe can be
altered to enable change in lift height of the
valves, thus, creating overlapping regions of
period of intake valve openings as well as
exhaust valve openings. So VVT system
underwent design revisions to change the
cam dynamically. Lobe structure is given in
Figure 2.
The flank of the lobe determines the lift of the
valve i.e. height of the valve opening. The
duration of the lobe also alters the time for
which the valve remains open. On one
camshaft rod you can have multiple lobes
spaced; ECU can shift the camshaft axially to
engage different lobes based on the need and
feature tuning done by the car driver.
Hydraulic actuators can be used to shift the
camshaft. At higher engine speeds, most of
VVTL systems shift to higher lift and higher
duration lobes. Higher lift causes more air to
be pumped into the cylinder. Engines revving
at high speeds, for example 5000 rpm, can
generate enough air momentum to shut the
valves from inside of the cylinder. Hence,
special attention has to be paid while
opening/closing of the valves.
III. How Variable Valve Timing

Works?
As explained earlier, today's engines can
regulate opening of valves. As explained in
Section II, all valves open at the same time
when the lobe rotation hits each valve. Now, if
you want to specifically control the timing and
delay the opening of valves of the exhaust,
you will need a separate control mechanism
34
to the expansion of compressed gases, we

can open outlet valve a little bit so that
expanding gases can flow out of the outlet
valve more vigorously, helping turbocharger
to spool up quickly and reducing turbo-lag.
Figure 2: Camshaft Lobe Cross Section (Ref. 3)

If the engine is naturally-aspirated nonturbocharged (Gasoline), intake valve should
remain open for longer duration with
maximum height to let in enough volume of air.
However, if the engine is forcefully-aspirated
turbocharged (Diesel), intake valve lift can be
minimized. In turbo-charged engines, there is
significant torque deficiency caused due to
Turbo-Lag. Turbo-Lag occurs when exhaust
side rotor of turbocharger is not able to gain
enough rotations per minute, resulting in less
air-compression on intake rotor, thus
decreasing the volumetric efficiency of the
cylinder. To avoid turbo-lag, exhaust camshaft
can be opened a bit earlier when the piston is
still trying to reach TDC (Top Dead
Center).Hence the exhaust valves are to be
partially opened using variable valve lift to
allow some burnt gases to spool up the
turbocharger rotor. Engines also suffer from
pumping losses, which is calculated as the
amount of work done to move air in and out of
the cylinder. Early partial opening of intake
valve can use piston's downward force to
inhale air mixture into the cylinder, thus, in turn
reducing the pumping losses. Figure 3 shows
Audi's valve lift system, which operates on the
basis of continuous variation of cam lobes
based on specific hydraulic actuators
controlled by the ECU. This gives infinite
positions to adjust the cam lobes and the cam
angles. Systems analogous to Audi's ValveLift induce an enormous amount of potential
for engine attribute tweaking using the ECU
software.
Figure 3: Audi Valve Lift System Actuator

Based Lobe Adjustment (Ref. 4)
V. A n g l e I l l u s t r a t i o n s a n d
Performance Graphs for VVT
Systems Equipped with VVL
To understand graphs shown in Figure 4 and
Figure 5, we need to understand the meaning
of TDC, BTDC, ATDC and BDC. In short, TDC
stands for Top Dead Center, an event where
piston has reached its maximum height and
the gases are compressed to their maximum
potential. This is usually where the spark plug
induces a spark to produce explosion.
Gasoline engines will produce spark and in
case of diesel engines, under the
compression ratio of TDC, diesel fuel will
ignite itself and there is no need of a spark
plug. Any position of the piston before TDC is
called as Before Top Dead Center (BDC), and
any position of the piston after TDC is called
as After Top Dead Center (ATDC). To the
extreme point lies Bottom Dead Center
(BDC). As you can see from Figure 4, normal
valve opening events are given. There is no
overlap in between them, i.e. when intake
valves open the exhaust valves remain
completely closed. However, this is not the
solution to increase volumetric efficiency.
Figure 5 shows BMW's Double VANOS
system which allows the intake and exhaust to
open with an overlapping event of time. This
kind of system allows Inlet valves to open
earlier and exhaust valves to close a little later.
The overlapping of exhaust and intake should
Thus to summarize all these points:

Increase/Decrease of Valve Lift height
a. Inlet Valve: Cylinder needs to be delivered
with fresh air from inlet valve in very short
amount of time to have good volumetric
efficiency. When piston is on its way down, the
inlet valve can remain open a little longer to
increase volumetric efficiency of the engine.
Outlet Valve: When piston is going down due
35
be increased with increase in engine

revolutions.
concept applies when naturally aspirated

engine (gasoline engine) is breathing at high
speed. Ram-Pressure is proportional to the
density of air and it changes at twice the speed
i.e. (Speed)2. Hence, engine operating at high
speeds can leverage the effect of speed and
create more pressure inside the cylinder, thus,
increasing volumetric efficiency. These kind of
variable lift events have shown 2.8% growth in
volumetric efficiency based on the
experiments performed by various
researchers and OEM's.
Benchmarks performed on various engines

show that:
a. Nissan's 2-litre Neo VVLT engine output is
25% more peak power than its non-VVLT
version.
b. Fiat Barchetta's 1.8 VVT engine provides
90% peak torque between 2,000 and 6,000
rpm.
Figure 4: Normal Valve Timing with no overlap (Ref. 5)

Variable Valve Lift also plays an important role
in the process of increasing volumetric
efficiency. Figure 6 shows the valve lift along
with the crank angle curve for low speed and
high speed engine revolutions specifically for
Figure 6: High Speed and Low Speed Intake

Valve Lift graph (Ref. 6)
VI. Future Prospects

Optimizing the efficiency and power of the
engine as per the requirement by just tuning
the ECU parameters of existing components
is an open platform with lot of opportunities for
experiments. ECU and sensors play a major
role here. Lot of work can be done in this field
by writing intelligent software that will control
engine actuators to adapt to the current
running situations. A future combination of
advance software and smart engine
components can lead to prudent and refined
engines that will have a balance between
performance, emission control and reliability
of the car engine.
Figure 5: Cam Timing change with overlap (Ref. 5)

the inlet valves. The low lift at lower engine
speed increases the velocity of air-fuel
mixture flow which reduces the carbon
monoxide emissions and provides improved
cold start capability. During low revolutions,
the low lift is desirable to prevent preheat
gases from escaping. Higher lift helps absorb
high amount of air in shorter time at a higher
engine speed. Also at high speed, intake
valves are to be closed little later to take full
benefit of Ram Charging. Ram Charging can
be explained with analogy of a little
experiment- when you stick your hand out of
the car window at a high speed, you feel
pressure being applied on your hand by the
wind and this pressure increases radically
with small increase in speed of the car. Same
Bibliography:
1. The Fuel and Engine Bible
Available at: http://www.carbibles.com/fuel_engine_bible.html
2. Fine Tuning Engine Performance with Variable Valve Timing
Available at:http://www.archivedsites.com/techconnect/2010/03/finetuning-engineperformance-with-variable-valve-timing.html
3. How Variable Valve Timing Works
Available at: http://jalopnik.com/how-variable-valve-timing-works-500056093
4. Audi Variable Valve lift System in Detail
Available at: http://www.worldcarfans.com/1080626859/audi-variablevalvelift-system-in-detail
5. Variable Valve Timing (VVT)
Available at: http://www.austincc.edu/wkibbe/vvt.htm
6. Development of Variable Valve Actuation Mechanism for Multicylinder SI Engine Available at: http://pubs.sciepub.com/ajme/1/5/5/
36
BOOK REVIEW
Book title Where Good Ideas Come From

The natural history of innovation
Author Steven Johnson
Where do good ideas come from? We all have asked ourselves this
question sometime or the other. Many a times while we look at the
innovations happening around us, we often wonder what made the
innovator think about it. Similarly, many times, we think of why certain
individual or certain companies are more innovative than the others.
In the book Where good ideas come from, the author, Steven
Johnson, has tried to answer why in some places new ideas just die
while in other places ideas flourish effortlessly.
The author talks about seven different patterns that occur in
creativity. One of the key innovation pattern that he brings to our
notice is that of 'adjacent possible'. What it means is that multiple
people can come up with the same innovative idea at the same time.
Another way of looking at is that every idea is connected to other
ideas or elements through different doors. If one can open a door you
would see the other connected ideas. Thus multiple people looking a
problem statement could open the same door which leads them to
come up with same solution or idea. The author gives various
examples from the past where multiple scientists discovered the
same thing during the same time period in different parts of the world.
The second important innovation pattern that the author mentions is
good ideas don't come out of thin air. Good ideas are based on a
collection of existing parts. These parts could be composed together
to either expand or contract over time. Sir Isaac Newton once rightly
said, If I see farther than any other man, it is because I stood on the
shoulder of giants. Thus the author brings out an important point that
innovations are likely to happen when ideas from different people,
from various backgrounds are discussed and new combinations are
created. Some companies create such settings where ideas can be
freely discussed and connected in unusual ways. Hence these
companies are more innovative than the others.
The third innovation pattern brought to our notice is that great
innovations are never a eureka moment but they are slow hunches.
He tells us how slow hunches take time to connect and evolve into
great big ideas. At the same time he uses several examples to
discuss that many times slow hunches do not lead to anything at all.
Slow hunches are killed in our day-to-day routine lives since we do
not give them a chance to connect with other hunches or ideas. Thus,
organizations that give time to their employees to work on their slow
hunches are more innovative.
The fourth innovation pattern Mr. Johnson mentions is that
innovations do not happen as a plan. The main reason for this is, not
all elements required to build the innovative idea are in sync with
each other. Ideas sometimes can be generated from accidents or
unexpected connections with hunches. The author mentions that
constantly bouncing off ideas may mean nothing until it is with a clear
purpose. Thus, companies that have an environment where

brainstorming happens even after brainstorming sessions are over is an
ideal place for innovations.
The fifth innovation pattern mentioned in the book is errors. The author
gives various examples to highlight this point. One interesting example
discussed in the book is about the invention of Audion or a triode. The
story of this invention is a perfect example of how slow hunches were
worked upon over a few years until the inventor 'de Forest' hit upon a
contraption that changed the world of communications. However, the part
about error pointed out in this story is equally important. The author
mentions that 'de Forest' was completely wrong about what he was
inventing. During his experiment de Forest had observed a strange
connection between a spark gap transmitter and the gas burner flame.
The flame was turning off during the experiments and hence he started
using low pressure gas for his experiments. It took 10 more years for
other researchers to change the way the triode performed by replacing
the gas with vacuum, thus inventing the vacuum tubes. Thus, de Forest's
erroneous notion led to a bigger invention.
The sixth innovation pattern talked about in this interesting book is
exaptation. What this really means is that as more connections are
encouraged, t more diverse purposes are created. The author brings out
the fact that cities are more innovative than small towns because there
are more elements to connect and the forms are diversified enough. This
essentially leads to elements that can connect in variety of ways to create
unpredictable combinations. The meaning of exaptation can be
understood as a shift in the function of an element that evolves to serve
one purpose but subsequently may serve another purpose too. Thus, to
have an organization where ideas thrive, more elements and more
number of collections would help.
The last innovation pattern described in the book is platforms. The
essence of this pattern is that information not only flows but is also
transformed or recycled through platforms. The example used to
describe this pattern is about tweet. When we tweet, the information is
used for various things e.g. transmitting it across satellite, indexing by
google, etc. All this is possible because of the web ecosystem. The web
ecosystem is based on platforms stacked over each other. Thus, while
tweeting, one need not know about how the information will be
communicated across the web. This will be taken care of by the platform.
Companies that provide and make use of existing platforms thrive in their
innovations.
In the last section of his book, the author takes various examples of
innovations from the history and divides them into four quadrants. The
quadrants are based on whether the inventor worked alone or in a group
and whether there was a market reward/need or some other reason for
the innovation. He shows that market led innovations are less in number
as compared to other reasons. Thus markets driven ideas may be less
transformative than the ideas that are being developed at academic labs
or research organizations.
The patterns mentioned in the book are interesting. However, at times,
the book feels like a collection of innovations from the history. This book is
a good read if you want to find out what really makes innovations thrive at
some organizations.
Priti Ranadive
CREST
Areas of interest
Parallel computing,
OS & RTOS,
Embedded Systems, TRIZ &
Nature Based Innovations
37
38
Shweta Kabade
Area of Interest
Sensors & Control Systems
39
class driveability, introduction of new types of

alternative power sources are some current
driving factors that account for the increasing
utilization of automotive sensors [2].
I. Introduction
Powertrain is the group of components that
generate power in a vehicle and deliver it to
the wheels. It includes engine, transmission,
drive shafts, differentials and the final drive.
Powertrain of a vehicle creates energy in the
engine. This energy is then converted into
mechanical energy and transferred to the
transmission. Through specific gear ratios,
transmission transmits the power in the form
of a torque. This torque is then transmitted to
the wheels of a vehicle through a driveshaft. A
motor vehicle's driveline consists of the parts
of the powertrain excluding the engine and
transmission. It is the portion of a vehicle, after
the transmission, that changes depending on
whether a vehicle is front-wheel, rear-wheel,
or four-wheel drive, or less-common six-wheel
or eight-wheel drive.
Some of the sensors in powertrain [3] are

briefly discussed in this article.
A. Throttle Position Sensor:
In internal combustion engine, throttle
regulates the amount of air entering into the
engine. Throttle Position Sensor shown in Fig.
1 is used to monitor the position of throttle in
combustion engine. It is mounted on the
throttle body. The sensor sends a voltage
signal to the engine control module. This
signal indicates the throttle angle and the
movement speed of the throttle pedal. The
Engine Control Module (ECM) uses this
information to know the engine mode, engine
load, to adjust timing of spark ignition and to
correct air-fuel ratio.
II. Importance of Automotive

Sensors
Typically, this sensor fails due to the constant

contact of the movable wiper arm over the
sensor element and the exposure to high
under hood heat.
For a vehicle to perform efficiently, it is

important that all the elements of the vehicle
carry out their functions optimally. The engine
has to run efficiently, the air-fuel mixture needs
to be in the right proportion, the temperature
needs to be in the optimal range, the fuel input
needs to timed accurately, the exhaust gases
need to be taken care of, and so on. To ensure
that all these functions are carried out
correctly, it is important to measure and
monitor a number of parameters related to the
vehicle. This is where the sensors play an
important role. Sensors are transducers which
convert physical quantities into electrical
signals [1]. In automotive control systems,
sensors are essential components as they
help to measure and monitor various vehicle
parameters. Automotive sensors have to
satisfy a difficult and important balance
b e t w e e n a c c u r a c y, r o b u s t n e s s ,
manufacturability, interchangeability, and low
cost requirements.
Figure 1: Throttle Position Sensor

B. Intake Air Temperature Sensor:
Intake Air Temperature Sensor shown in Fig. 2
is used to determine the temperature of air
entering the engine. It is located in air intake
path. This data is used to make the proper fuel
adjustments to maintain the correct air/fuel
ratio. The Intake Air Temperature Sensor is a
temperature dependant resistor (thermistor).
The resistance of the thermistor decreases as
the intake air temperature increases.
III. Sensors in Powertrain

Sensors play a critical role in determining
automotive control system performance. They
help to monitor and record critical vehicle
parameters. For powertrain, legislation (e.g.,
lower emissions, improved fuel economy, and
on board diagnostic requirements), best-in-
An air temperature sensor may be damaged

by the following reasons- backfiring in the
intake manifold, heat or old age and poor
electrical connections. Carbon and oil
contamination inside the intake manifold can
also coat the tip of the sensor, making it less
responsive to sudden changes in air
temperature.
40
the ambient temperature, altitude and the use

of forced induction. Hence, to determine the
quantity of intake air in each piston stroke,
mass flow sensors are more appropriate than
volumetric flow sensors.
There are two common types of mass airflow
sensors: Vane meter type and the hot wire
type. Neither design employs technology that
measures air mass directly.
When a MAF is used in conjunction with an
oxygen sensor, the engine's air/fuel ratio can
be controlled very accurately. The MAF
sensor provides the open-loop controller
predicted air flow information (the measured
air flow) to the ECU, and the oxygen sensor
provides closed-loop feedback in order to
make minor corrections to the predicted air
mass.
Figure 2: Intake Air Temperature Sensor

C. Manifold Air Pressure Sensor:
A MAP (Manifold Air Pressure) Sensor as
shown in Fig. 3 measures the absolute
pressure in the intake manifold and compares
it with a reference vacuum. This data is used to
calculate air density and to determine the
engine's air mass flow rate. This is the basis
for fuel delivery and ignition timing control.
Dirt and oil contamination are the main

reasons of failure of the MAF sensor.
By using some known techniques, the MAP

sensor data can be converted to air mass
data. Engine speed (RPM) and air
temperature are also necessary to complete
the speed-density calculation. The MAP
sensor can also be used in on-board
diagnostics applications to test the EGR
(exhaust gas recirculation) valve for
functionality.
Figure 4: Mass Air Flow Sensor
This sensor fails due to the constant contact of

the movable wiper arm over the sensor
element and exposure to the high under hood
heat.
E. Fuel Pressure Sensor:

Fuel Pressure Sensor shown in Fig. 5
measures the pressure within a fuel tank. Fuel
Pressure Sensor is located inside the
vehicle's fuel tank. This information is used to
alert the ECU whenever there is a leak in the
fuel system.
Some of the causes of failure of a fuel
pressure sensor are overload, reduced
cooling and lubrication, and contaminated
fuel.
Source: Denso
Figure 3: Manifold Air Pressure Sensor
D. Mass Air Flow Sensor:
Mass Air Flow Sensor (MAF) shown in Fig. 4 is
used to measure the mass of air in the intake
manifold of a fuel injected IC engine.
The air mass information is required to
balance and deliver the correct fuel mass to
the engine. Air changes its density as it
expands and contracts with temperature and
pressure. In a vehicle, air density varies with
Figure 5: Fuel Pressure Sensor
41
F. In-cylinder Pressure Sensor:

In-cylinder Pressure Sensor shown in Fig. 6
measures the pressure inside the combustion
chamber. It is has been widely used to improve
the efficiency and emissions of internal
combustion engines. The In-cylinder pressure
sensor may fail due to overload and high
temperature.
Figure 8: Crankshaft Position Sensor

I. Camshaft Position Sensor:
The Camshaft sensor shown in Fig. 9 is used
to determine which cylinder is in firing mode to
establish injector synchronization and coil
firing sequence. This data is used to control
ignition timing and fuel injection timing. It is
located in the cylinder head of the engine.
Typically, camshaft position sensor fails due to
exposure to high heat.
Figure 6: In Cylinder Pressure Sensor

G. Coolant Temperature Sensor:
Coolant Temperature Sensor shown in Fig. 7
is used to measure temperature of engine
coolant of an IC engine. By measuring the
engine coolant temperature, engine control
module knows the average temperature of
engine. The most common coolant location is
near thermostat housing in coolant passage.
Information from this sensor is used for
various functions such as fuel injection,
ignition timing, variable valve timing etc.
Figure 9: Camshaft Position Sensor

J. Engine Speed Sensor:
This sensor fails due to corrosion within the

coolant system.
Engine Speed Sensor shown in Fig. 10 is used

to indicate the speed at which crankshaft is
spinning. It is located at the crankshaft of the
engine of a car. An engine speed sensor is
different from vehicle speed sensor.
The common causes of failure for the Engine
Speed Sensor are exposure to extreme heat,
contamination from oil or other engine fluids
and wear out with time.
Figure 7: Coolant Temperature Sensor

H. Crankshaft Position Sensor:
Crankshaft position sensor shown in Fig. 8 is
used to determine the position and/or
rotational speed (RPM) of the crank. This data
is used to control ignition timing.
Typically crankshaft position sensor fails due
to exposure to high heat.
Figure 10: Engine Speed Sensor
42
K. Engine Knock Sensor:
poor engine performance and excessive

exhaust emissions.
Engine Knock Sensor shown in Fig. 11 is used

to detect irregular vibrations of the engine
caused by uneven combustion. It is located on
the engine block, cylinder head or intake
manifold.
Engine knock occurs with a specific frequency
range. It detects engine knock and sends a
voltage signal to engine control module
(ECM). ECM uses this signal to control the
engine's timing.
Figure 12: Exhaust Gas Oxygen Sensor
Poor acceleration, pinging or knocking sound

during acceleration, poor mileage are some of
the symptoms of failure of knock sensor.
Sometimes malfunctioning of exhaust gas
recirculation system, a lean air-to-fuel ratio,
worn ignition components, a cooling system
problem, or an engine mechanical problem
triggers the engine knock sensor.
IV. Conclusion
Now-a-days vehicles have become highly
complex. Sophisticated electronic control
systems and the majority of innovations have
been mainly achieved through use of
advanced sensors and electronics. Out of the
total number of sensors present in a vehicle,
about 57.1% sensors are placed in the
powertrain [4]. Although today's vehicles
produce considerably less pollution than
earlier vehicles, significant advancements are
still required. Diesel engine is very much
popular due to high efficiency, but it requires
large treatment on emitting gases because of
combination of poisonous gases. These
needs are ultimately increasing the use of
sensors in a vehicle. Excessive use of sensors
is creating new challenging environment for
sensor developers with respect to robustness,
reliability, quality and cost of the sesnors.
Going forwards, sensors will play a major role
in the development of an efficient, advanced
and cost-effective powertrain for a vehicle.
Knock sensor can fail if it is over tightened

during service or replacement.
Figure 11: Engine Knock Sensor

L. Exhaust Gas Oxygen Sensor:
Exhaust Gas Oxygen Sensor shown in Fig. 12
is used to measure the concentration of
oxygen in the exhaust gas of IC engines. For
gasoline engines, there should be perfect air
to gasoline ratio as 14.7:1. This ratio is
different with respect to fuel as amount of
hydrogen and carbon varies. If there is less air
than this perfect ratio, then there will be fuel
left over after combustion. This is called a rich
mixture. As unburned fuel creates pollution
rich mixture is not good. If there is more air
than this perfect ratio, then there is excess
oxygen. This is called a lean mixture. A lean
mixture tends to produce more nitrogen-oxide
pollutants resulting into poor performance of
engine and sometimes even damage to an
engine. Oxygen sensor is located in the
exhaust pipe and it differentiates between
these rich and lean mixtures. This sensor is
also known as lambda sensor. It precisely
measures air/fuel ratio present in exhaust
gases.
REFERENCES
[1]
William J. Fleming, Overview of Automotive Sensors, IEEE

Sensors Journal, Vol. 1, No. 4, December 2001, pp. 296-308
[2]
William B. Ribbens, Understanding Automotive Electronics,

7th Edition, Elsevier, 2013
[3]
Bosch Automotive Handbook, 8th Edition
[4]
Automotive Sensors: Past, Present and Future, S J Prosser,

IOP Publishing Ltd, 2007
Exposure to carbon, soot, harmful gases, antifreeze, chemicals plus thermal and physical
shock are some factors which shorten the life
of an Oxygen Sensor. Failure of this sensor
directly results in increased fuel consumption,
43
44

Priyank Vijapur
MEDS
Areas of Interest
IC Engine &
After-Treatment Systems
Engineer - MEDS Practice
Santosh Nalanagula
MEDS
Areas of Interest
HCCI & Waste Heat Recovery
Engineer MEDS Practice
45
I. Introduction
If TCS detects slipping of wheel, it acts as per

the necessity; if the wheel speed is to be
slowed down, it can function like ABS. It can
even exert control on engine operation to
reduce power by reducing fuel supply to
engine or control throttle plate operation. TCS
has higher level of control over engine and
braking operations that can come in handy
during high-speed operations [1].
Powertrain, as the name suggests, is the

power house of an automobile consisting of an
engine and a drivetrain. Powertrain is an
important aspect of the vehicle. Researchers
are working aggressively in the powertrain
area since a long time towards optimizing fuel
economy and reducing emissions. Every
single aspect of powertrain has to be
addressed in order to improve the cost,
durability and manufacturing feasibility.
However, the safety of the vehicle passengers
is a lot more important than the vehicle
performance and efficiency. As a result,
various technologies are introduced into the
market for enhancing the passenger safety.
Technology always has its own pro's and
con's. Vehicles have helped us to reduce the
travel time but also negligence during driving
can have led to dangerous results. As we
know, companies earlier worked on
introducing passive safety features (seatbelts,
airbags) to prevent losses during accidents
but nowadays their focus is on active safety
features to prevent accidents in the first place.
Figure 1: Working of Traction Control System [Ref. 2]

TCS has its own limitations as well. If your
vehicle stops completely in heavy snow or
slick ice, traction control will be almost
useless. Appropriate amount of power will be
sent to each wheel, but it will not be of much
help if all wheels are freewheeling, wheels
have to be provided with something they can
grip onto [1].
Modern vehicles are equipped with innovative

safety features, which make driving safer than
ever before. In this article we will go through
quite a few technologies pertaining to
powertrain safety such as Traction Control
System (TCS), Adaptive Cruise Control
(ACC), Electronic Stability Control (ESC),
Intelligent Speed Assist (ISA) etc., which will
give the reader an idea of what safety features
already exist and which ones we need to look
out for in the future.
B. ADAPTIVE CRUISE CONTROL (ACC)

The most basic principle followed in ACC
system is automatically adjusting vehicle
speed as per the vehicle in front of you. These
systems are driver independent and do not
require any inputs from the driver to increase
or decrease the speed. It takes the inputs from
settings for speed and distance fixed by the
driver. Driver can override the system at any
time as per standard adaptive cruise control
[3].
II. Safety Features

A. TRACTION CONTROL SYSTEM (TCS)
Traction control system measures the wheel
rotation and optimizes the grip and stability of
the car to avoid skidding during acceleration.
When the roads are wet or covered with ice, it
results into slippery condition; sensors look for
slippage during acceleration and take
corrective action. Anti-lock Braking System
(ABS) and TCS share similar platform of
technology; they even share a number of
components. ABS avoids skidding during
braking while TCS avoids skids during
acceleration.
Adaptive cruise control works on long range

radar or laser sensors to monitor vehicle
speed in front of yours, which in turn helps you
to focus on other concerns while driving, like
maintaining the lane or from preventing other
hazards. It helps in clearing off some of the
pressure on you. Safe distance is product of
response time of the driver (t) which is usually
2-3 seconds and speed of vehicle (Vs).
46
steering input.
l
Wheel speed sensor: Measures speed of
rotation of each wheel.
l
Hydraulic unit: Increases braking effect,
reducing the wheel speed.
Architecture of ESC is shown in Fig.3 with
basic components such as the driver, vehicle
and the components
(a) Far range

(b) Short range
Figure 2: Working of ACC [Ref. 4]
For example, as shown in Fig. 2(a), ACC
vehicle approaches target vehicle at its set
speed of 70 mph. ACC system senses the
impeding vehicle. ACC takes action as shown
in Fig. 2(b), by automatically adjusting the
ACC vehicle speed to match target vehicle's
speed. If the ACC vehicle loses its target (for
example during lane change) then ACC
vehicle will automatically reaccelerate to its
set speed of 70 mph.
Figure 3: ESC architecture [Ref. 7]

The ECU continuously keeps on taking inputs
or information from these sensors to monitor if
there is any variation between driver's input
and vehicle's actual direction of motion. If any
of the wheels are spinning faster than others,
the wheel speed sensors notify the ECU that
these wheels are losing traction and thus ECU
will act via hydraulic unit to apply specific
amount of brakes to certain wheel/s and get
the vehicle back on track [6].
ACC can help in reducing collisions but they

have their own limitations. Partial ACC system
equipped vehicles are unable to stop the
vehicle completely. ACC will not function
properly on winding roads because it can find
vehicles from different lanes as well.
C. ELECTRONIC STABILITY CONTROL
(ESC)
ESC is the technology used to reduce
accidents caused due to skidding or driver
losing control over the vehicle. It is
programmed in such a way that as soon as the
driver loses control, brakes are applied on
relevant wheel, so that car returns on track
without any harm. The cars equipped with
ESC include Traction Control System and
Anti-lock Braking System, as they are integral
part of it [5].
ESC avoids fatal crashes that are caused due

to rollovers, collisions with objects or lane road
departure which comprise of majority of
accidents. It is regarded as one of the most
effective technologies for the same [6].
D. INTELLIGENT STEERING ASSIST (ISA)
Intelligent Steering Assist technology alerts
and assists drivers if they are exceeding the
speed limit. Audio and visual warnings are
issued to drivers for the specific section of the
road or lane [8].
Subcomponents of ESC that are monitored

and controlled by Electronic Control Unit
(ECU) are:
l
Yaw sensor: It measures side-to-side
movement of the vehicle.
l
Steering angle sensor: Monitors drivers
47
which are under development for providing

safer journey and fantastic driving experience
to occupants. All these safety features warn
driver of potentially dangerous situations and
avoid fatal crashes. However, there are some
negatives, which these systems carry with
them, like, driver distraction due to increased
demand on information overload and driver
over-confidence on warning systems.
When the driver is in an emergency, these
systems cannot take a normal judgment as
humans do; rather it will follow the set of predefined commands for an emergency. Hence,
it is necessary to recognize the challenges
and appropriate response for such situations.
It is not only about vehicle engineering but also
the interaction between driver and technology
through human machine interface that has to
be considered while designing these safety
systems.
New and emerging technologies demonstrate
promising road safety potential. These
technologies target key areas, which are
responsible for serious injuries or loss of life. It
is the moral duty of drivers and occupants to
follow rules, regulations and use vehicles with
advanced safety features to have a wonderful
driving experience and help society towards a
better life.
Figure 4: On-board systems that receive information

via direct sensing [Ref. 10]
Earlier only video cameras were used to keep
track of lane markings on the road, but the
modern equipment uses video cameras and
other information as well. Some systems use
radar sensors or laser to monitor the lane [9].
The location of the car is determined through
the Global Positioning System. This
information is correlated with the digital road
map data available for each road. If a driver is
traveling at defined or more speed for that
particular lane or road, an audio and/or visual
warning is issued to him stating the speed
limit is reached/exceeded [8].
III. ISA performs a major role in

Cautioning when speed limit is exceeded.
l
Advising of defined speed limit for different
l
locations.
Advising speed limit change due to traffic
l
conditions, weather conditions, academic
zones etc.
It can also be used as an active speed limiter. It
reduces the signal going from throttle to car's
computer in case of detection of excessive
throttle for current speed limited zone.
Pressure on accelerator pedal is created if
defined speed limit is exceeded. It can partially
contribute in cutting down fuel consumption
and emissions, without adding much to the
travel time of occupant [8].
References
[1]
Car Tech: by Category Available at:

http://cartech.about.com/od/safety/a/traction-control-abs-evolved.htm
[2] Toyota Star Safety: Traction Control
Available online on: http://www.richmondhilltoyota.com/blog/
safety_traction_control
[3] Car Tech: by Category
Available online at: http://cartech.about.com/od/safety/a/how-doesadaptive-cruise-control-work.htm
[4] Adaptive Cruise Control
Available online on: http://www.authorstream.com/Presentation/a
SGuest132807-1395517-chapter-6-adaptive-cruise-control-acc1/
[5] Car Tech
Available online at: http://cartech.about.com/od/safety/tp/car-tech-thatkeeps-you-safe.htm
[6] Brain on Board Available online at:
http://brainonboard.ca/safety_features/active_safety_features_esc.php
[7] Electronic Stability Control System
Available online on: http://www.cvel.clemson.edu/auto/systems/stability_
control.html
[8] Safety Feature List Available online at:
http://howsafeisyourcar.com.au/Safety-Features/Safety-Features-list/
[9] Kenichi Mineta, Development of Lane Mark Recognition system for a Lane
Keeping Assist system, CA:Kiyozumi Unoura and Tetsuo Ikeda, 2003-01-0281
[10] Available online on: https://www.google.co.in/?gfe_rd=ctrl&ei=e4UEU_3MFs6Bpg
WHm4KwCA&gws_rd=cr#q=Onboard+systems+that+recieve+information+via+dire
ct+sensing
IV. Conclusion
There are few more features such as blind
spot warning system, pre-crash safety
system, tire pressure monitoring system etc.,
48
PROFILE OF A SCIENTIST
PROFILE OF A SCIENTIST
Karl Benz
(November 25, 1844 April 4, 1929)
Today's most famous brand of car, the Mercedes- Benz, finds its
Figure 1: The Benz- Patent Motorwagon[2]

Partners - Gottlieb Daimler and Wilhelm Maybach were amongst
origin in Karl Friedrich Benz. Benz, a German mechanical engineer,
the other German pioneers working on the internal combustion
patented his first engine design in 1879. He also has to his credit the
engine and automobile designs. They founded the Daimler-
world's first practical automobile 'Motorwagon' [2] that was powered
Motoren-Gesellschaft (DMG) in 1890 and were a competitor to the
by a four-stroke internal - combustion engine. His three-wheeled
Benz & Co. DMG's Mercedez-35hp was one of the best models
innovation revolutionized the automobile industry.
and their models outdated most of Benz's designs [1][3].
Born on November 25, 1844 at Karlsruhe, Germany, Karl Benz
It was only in 1926 that Benz & Co. merged with DMG to form
completed his mechanical engineering degree in 1864, from the
Daimler-Benz, the makers of Mercedes-Benz, one of the biggest
University of Karlsruhe. He married Berta Ringer on July 20, 1872,
automakers even today.
who played an important role in shaping their business and together
Other than inventing the two stroke and four stoke engines and its
they had five children.
systems, Benz was the first to introduce the axel-steering system
Ever since his graduation days, Karl Benzen visioned replacing the
in his Victoria model. He also patented his first internal combustion
horse carriage with a self-powered vehicle. He worked in several
flat engines or boxer engines, a design that is currently used in
companies ranging from mechanical-based industry to construction
high end vehicles as well as in racing cars. In 1914, he was
industry, but nothing interested him. After his initial struggle to source
awarded an honorary degree by his Alma matter, the Karlsruhe
some capital, he concentrated all his efforts in designing his first gas-
University .He breathed his last on April 4, 1929 at the age of 84.
based two-stroke engine. In 1878, his efforts met success. Karl Benz
The inventions of Karl Benz have contributed immensely towards
patented the engine design as well as the systems that formed an
making automobiles an integral part of our lives and today the
integral part of the combustion engine, such as the spark plug,
automobile industry remains one of fastest growing segments in
carburetor, clutch, gear shift, water radiator etc,.
the world.
It was only in 1883 that he successfully established an industrial

machine manufacturing company called Benz &Co. in Manheim
(Germany). It was here that he worked on his dream project of
replacing the horse carriage, and transformed a bicycle into a three
Smita Nair
wheeled self-powered automobile. He was granted patent for his
CREST
pioneer work on 29th January 1886.
Area of Interest
Image Processing,
DSP.
The first commercial automobile was sold under the name of 'Benz
Patent Motorwagon'. This automobile underwent a couple of
technical changes and in 1883; the company designed the first fourwheeled automobile. Subsequently, the company also designed and
marketed some popular models like Victoria, a two-passenger
automobile and Benz Velo that was a part of the first automobile race
that was held in 1895. Benz was also the creator of the world's first
truck, which was later modified into a bus.
In 1900, Benz & Co. built the bird- beaked Blitzen Benz that had a
record speed of 125 mph for almost ten years. During this period,
References:
1) Karl Benz, available at:
http://inventors.about.com/library/inventors/blbenz.htm
2) Mercedes-Benz, Wikipedia, available at:
http://www.mercedes-wiki.com/wiki/Karl_Benz
3) Everything about Mercedes-Benz, available at:
http://www.autoevolution.com/mercedes-benz/history/
Benz & Co. became the largest manufacturer of automobiles.

49
50
Selecting Powertrain Technologies

for the Future
Predicting the Unknown
Naveen Manuel
Mechanical
Engineering Division
Areas of interest
Chassis and
Powertrain Systems
Ravi Ranjan
CREST
Areas of interest
Suspension Systems,
Propulsion Systems,
Re-newable Energy
51
I. Introduction
(Technology 1) may supersede the other and

the inflection point could be anything ranging
from change in public policy to overshoot in
technology cost, rendering it uneconomical for
target market consumption. In this case, not
only are the investments made for technology
development lost but also one has to buy
technology from peers or competitors which
might seriously erode any available
competitive edge. Ideas and methods to
forecast the factors which will affect the longterm success of a technology are presented
below.
This article aims to present ideas and

methodologies to forecast and select
powertrain technologies for the long term.
Long term technology decisions have a
greater financial impact. Also, due to the
longer lead times of powertrain development,
roadmap course corrections are often
ineffective, thus, making the process of
technology selection even more critical.
II. Discussion
Currently, the top challenge for almost all
automotive OEMs is increasing the fuel
efficiency and meeting emission targets. To
meet these challenges, OEMs are exploring
multiple technology paths and are undergoing
a paradigm shift. OEMs who did not have a
workable technology for emission norms have
witnessed losses and collateral damages.
Given the long lead time for development of

powertrain technologies, there is a need for a
reasonably accurate forecasting of a
commercially viable and sustainable
technology solution. For example, in the area
of powertrain technologies, in terms of
investments made by OEMs perhaps a better
bang for the buck was achieved in
downsizing technologies rather than hybrids.
Thus, the situation demands a quantitative
look to predict and strategize the roadmap for
the future.
Let us consider a hypothetical example to

understand the importance and challenges of
technology forecasting. Let us consider the
graph shown in Figure 1.
In an attempt to create a method for

quantitative comparison of parallel
technologies, various factors have been
identified and categorized as technical and
non-technical.
Demand
Technology 1
Technology 2
III. Technical Factors Affecting

Powertrain Technology(Primary)
Most of the technical advancements in the
current market dynamics are towards the
following two main objectives:
Time
Figure 1: Graph of the lifecycle of different technologies
l
Fuel efficiency [1]
Graph (a) compares the lifecycle of two

different technologies, Technology 1 and
Technology 2, which are selected as long-term
solutions to a particular challenge by two
different OEMs. Usually, the lifecycle of every
technology starts on a very positive note as
suitable due diligence is done before adopting
the technology for the future. Also, these long
term technologies usually appear like a
breakthrough and the future of industry at that
point in time. As time passes, performance
demands grow and the effects of external
factors such as public policy and economic
conditions kick in. Now one technology
l
Emission control [2]
Any new technology with the aim of achieving
above will be the primary contributing factor
for the success of that technology.
A. Fuel Efficiency
Hubbert peak theory [3], which is a primary
theory on peak oil and states that for any given
geographical area the rate of petroleum
production follows a bell-shaped curve, is a
good reference for availability of fossil fuels.
Itindicates that we are currently in a depleted
condition thus, forcing manufacturers to
develop more efficient systems.
Let us take a close look at the technologies
that addressed the problem of increasing the
fuel efficiency.
52
l
Electrification Hybrid, plug-in hybrid,
electric
acceptance of a technology in order to be

successful. As earlier, all of the technologies
fore mission control can be associated with a
primary factor. This value can be linearly
proportional to reduction in emission by
corresponding product.
l
Efficient cooling system
l
Stratified Charge combustion
l
Lean burn combustion
l
Exhaust gas recirculation
Say, if Technology 1 results in a, b, c, d and e %

reduction of HC, CO, NOx, SOx and VOCs,
respectively. Then, based on geography
demand pollutant gases must be ranked in
order of 1 to 5. Now, weightage is distributed
such that rank 1 is 35%, rank2 is 25%, rank 3 is
20%, rank 4 is 10% and rank 5 is 10%.
l
Newer valve technology.
l
Turbocharging/ supercharging
l
Injection technology: Turbocharged Direct
Injection diesel engines, Common Rail diesel
engines, Piezoelectric diesel injectors using
multiple injections per engine cycle
The average of corresponding percentage

value for each pollutant gases would yield the
primary contribution factor (PCF) of each
technology.
l
Waste heat recovery
l
Downsizing
l
Lubrication technology
Then, if PCF
The plethora of technology choices available

to the OEMs ironically have the OEMs in a
dilemma about which direction to head. To
draw a more quantitative comparison of
parallel technologies, each of the technology
for fuel efficiency can be associated with a
'Primary Contribution Factor' (PCF). This
value can be linearly proportional to the
increase in fuel efficiency through the
corresponding product.
PCF = K * 0.15 (where, K is multiplicative

factor)
I V. N o n - Te c h n i c a l F a c t o r s
Affecting Powertrain Technology
(Secondary)
Apart from the primary factors there are
indirect secondary factors which had been
driving the dynamics of industry. Few factors
which top the lists are mentioned below:
Say, if Technology 1 results in 15% increase of

fuel efficiency,
Then, PCF
15 %
A. Public Policy
Government acceptance and reluctance is a
huge parameter to decide if the product will
penetrate the market or not. Taking a quick
example, there has been a surge in hybrid and
electric powertrains due to government
subsidies. Additionally, with the advent of
newer powertrain technology or say
automotive technology, it is difficult for the end
user to accept any drastic change (especially
cost);thus, public policies play a major role.
15 %
PCF = K * 0.15 (where, K is multiplicative

factor)
B. Emission Control
In last few decades, the industry has
witnessed a steep rise in emission control
norms. Every consecutive regulation brings in
a increased pressure on the manufacturers.
For example, EU norms, that were
instrumental in cutting down emission, have
driven manufacturers to come up with some
ground breaking technologies.
On August 6, 2009, 48 grants totaling $2.4

billion were issued by the US government for
development of new technology and nextgeneration electric cars[4].
Few of the leading developments are:
Grants were distributed for the following:
l
Selective catalytic reduction
$ 1.2 billionfor cell, battery, and materials

manufacturing facilities
l
Diesel particulate filter
l
Catalytic converter
$245 million for advanced battery supplier

manufacturing facilities
Similar to other automotive technologies,

Emission Controls has also witnessed a lot of
technologies but only a few have made it to the
mass acceptance. Thus, a manufacturer will
need to accurately predict the market
$465 million for electric

component manufacturing
facilities
53
drive
such that purchasing power parity is

maintained. Any geography with least index
(PPP) is the most potential market.
$32.3 million for electric drive

subcomponent manufacturing facilities
Companies like Ford motor company, Tesla
motors, Fisker Automotive, Tenneco,
Kemet Corp., etc. gained substantial assist
in launching the technologies related to HEV,
PHEV, lighter materials, better storage
devices which were invented long ago. Thus,
forecasting invention to manufacturing
strongly relies on the policy [4].
D. End User Expectation

No matter what technology is developed, it is
important to address the end user's
expectations and demand. Recent trends in
the industry show that manufacturers have
started developing market based products.
For e.g.,a product developed for the Indian
consumers is usually developed with their
need in mind. The most recent example of is
the launch of automated manual transmission
(AMT) by an Indian OEM.. Although this
technology has been available in market fora
while, the introduction coincided with the
ability of the market to absorb this technology
B. Buying Capacity (GDP)

With economic inequality in the world it may be
inaccurate for manufacturers to map the
acceptance of product based only on
technology. It is vital to understand the buying
capacity of end user. Western consumers find
it easy to switch to electric or hybrid
counterpart of their vehicle if it matches the
performance even if at a marginally higher
cost whereas consumers from developing
nations are more cost sensitive and may
compromise performance for cost.
Similar to the Primary Contribution Factor, a

'Secondary Contribution Factor' (SCF) can
also be defined for each contributing factor for
any new technology. More such factors can be
considered for any technology. Factors can be
ranked and awarded percentage such that the
cumulative value is 100%
A research conducted by university of

Michigan transportation research institute
where GDP of 48 countries and their
corresponding vehicle sales were studied,
reveals that the logarithm of GDP is a strong
linear predictor of the logarithm of vehicle
sales [5].
If there are 4 different factors, then, weightage

is distributed such that rank 1 is 40%, rank2 is
30%, rank 3 is 20%, rank 4 is 10%.
The average of corresponding percentage
value for each factor would yield the
Secondary Contribution Factor (PCF) of each
technology.
C. International Value of Local

Currency
Then, if SCF
Since companies have become global and the

world has shrunk, it is important to control the
cost of product for the end user per their
geography. The technology selection can be
very different in two different markets if the
values of local currencies differ.
10 %
SCF = K * 0.10 (where, K is multiplicative

factor)
V. Mathematical Tool: Statistical

Comparison of Technology
Based on the above defined method, each
technology can be awarded with a PCF and
SCF. The multiplicative factor, K for PCF is 70
and for SCF is 30.
The famous 'BIG Mac Index' [6] or the relative

value of currency for big mac hamburger
explains the purchasing power parity [6].
Same study holds equally good for any other
product including automotive. Thus, a
company has to minimize the export cost as
much as possible and ensure local production
Now, each technology can be awarded with a

demand index, which can be derived as
following:
Di, Demand index = (PCF1 +PCF2 ..)+
(SCF1 + SCF2 ..)
= {(PCFi ) +(SCFj)}
54
A representative bar chart for parallel

technologies has been shown in Figure 2.
of factor).
Thus, the PCF for Technology 1 due to Factor1
is 42 (assuming 7% rise in fuel efficiency)
Demand Index
70
And PCF for Technology 2 is 15 (assuming 2.5

% rise in fuel efficiency)
60
50
40
ii. Emission: The expected drop in emission

was about 60% [8] due to downsizing. And
same from waste heat recovery was 0. Since
the impact of emission drop was nominal then,
so multiplicative factor would be 300.
30
20
10
0
Technology 1
Technology 2
Technology 3
Technology 4
Demand Index
Figure 2: Representative bar chart of the demand index

for parallel technologies
Thus, PCF for Technology1 due to Factor 2 is

18, while the PCF for Technology 2 due to
factor 2 is 0.
The above formula yields a clear comparative

bar chart for parallel technologies; thus, giving
a clear indication to manufacturers. The
decision becomes more unambiguous and
statistical with this approach.
B. Secondary Contribution Factors (SCF):

These factors have been awarded weightage
as per the conditions present ten year ago and
the order of factor also represents their rank in
terms of demand.
VI. Comparing Two Technologies
i. End User Expectation (40%): The US

market had witnessed demand for powerful
cars and was not really conscious about cost
or emission. Downsizing of engines could
offer them same power at smaller size. Thus, it
can be expected to yield more demand. Then
SCF for Technology 1 can be taken as 60 %
whereas for Technology 2 it can be 40%.
As a response to the petroleum crisis, the

demand for fuel efficient powertrains became
very apparent. Let us compare two
technologies that emerged in parallel with an
aim to increase fuel efficiency- one for
downsizing of engines and other for waste
heat recovery. Both the technologies were
equally promising then from a theoretical
viewpoint. But, manufacturers had to take a
call on how much to invest on each of these
technologies, both capital and intellectual
investment.
Manufacturers took different
decisions and technology road maps and the
current day scenario provides a snapshot of
what went right and what went wrong
ii. Buying Capacity (GDP) (30%): One an

average every American family has more than
one car. The GDP per capita is strong and
favors the automotive market. Thus, the users
may not worry about cost since they can
comfortably afford it and would go for quicker
result which waste heat recovery technology
could offer. Thus, SCF for Technology 1 can be
40% whereas for Technology 2 it can be 60%.
Let us attempt to forecast the demand of the

technologies based on the proposed tool,
considering the way it was evolved. Let us
consider Technology 1 as the 'downsizing of
engines' and Technology 2 as the 'waste heat
recovery.
iii. International Value of Currency

(PPP)(20%): Since USD has a strong value in
currency it lessens the purchasing parity
making it a better market. But it doesn't affect
the demand or acceptance of either of
technology. Thus, SCF for both technologies
can be expected to be 50 %.
VII. Technologies: Downsizing of

engines(Technology 1) Vs.Waste
heat recovery (Technology 2)
IV. Public Policy (10%): Ten years ago, the

regulations were not as stringent as today and
were passive towards both Technology1 and
Technology2. However with public policy
shaping up on Emission Control, Technology1
not only gave fuel efficiency benefits but also
provided less emissions. Technology 2
however just provided only fuel efficiency
A. Primary Contribution Factors (PCF):

i. Fuel Efficiency: The expected increase in
fuel efficiency was about 5-9% [7] for
Technology 1 and that for Technology 2 was 23%, at that time. Since, the rise in fuel
efficiency is nominal but carries a great
impact, the multiplicative factor can assumed
to be 600(for the ease of handling other values
55
benefits. So Technology 1.can be considered

to have a SCF of 70 % whereas for technology
2 it can be 30%
The SCF for both the technologies are as

mentioned in the Table 1 below. Here, the
multiplication factor has been assumed as
3000.
Rank ->
End user expectation
GDP
PPP
Public policy
SCF
Technology 1 (Downsizing)
60%
40%
50%
70%
14.7
Technology 2 (Waste heat recovery) 40%
60%
50%
30%
14.1
Table 1: SCF for Technology 1 and Technology 2- rank-wise and total
VIII. Conclusion
Based on above stats, the demand index for

the two technologies are as follows:
Even though there isn't a bulletproof law or

mathematical model in powertrain such as
Moore's Law (for computer processing power)
for predicting trends, the powertrain
technologist can mathematically model the
variables affecting future technology and
arrive at a technology selection decision with a
reasonable level of confidence. The models
might be extremely customized and might not
even be applicable to a similar organization in
the same geography. The key to success is in
selecting the correct technology with flexibility
built in the roadmap with some form of
quantitative measure rather than a gut feel.
We would like to conclude with this final
thought The best way to predict the future is to
invent it
Technology 1 (Downsizing) D1: PCF + SCF =

42+18+14.7
= 74.7
Technology 2 (Emission Control) D2: PCF +
SCF = 15+0+14.1
= 29.1
The above demand indexes clearly suggest
that Technology 1 (downsizing) has a greater
demand in the future. After ten years that
downsizing has become a significant
technology to address the challenge of fuel
efficiency whereas waste heat recovery has
not been able to penetrate the market due to
the high end user cost increase.
References:
1. Future Light-Duty Vehicles: Predicting their Fuel Consumption and Assessing their Potential by Felix F.
AuYeung, MIT 2000
2. Environmental impact of the petroleum industry, Wikipedia [Online],
Available: http://en.wikipedia.org/wiki/Environmental_impact_of_the_petroleum_industry
3. Hubbert Peak Theory, Wikipedia [Online],
Available: http://en.wikipedia.org/wiki/Hubbert_peak_theory
4. The Transformation of the Automotive Industry: The Environmental Regulation Effect, KPMG International
Available:https://www.kpmg.com/US/en/IssuesAndInsights/ArticlesPublications/Documents/transformationautomotive-industry.pdf)
5. Michael Sivak, PREDICTING VEHICLE SALES FROM GDP IN 48 COUNTRIES: 2005-2011; UMTRI
(http://deepblue.lib.umich.edu/bitstream/handle/2027.42/96442/102925.pdf?sequence=1)
6. Purchasing power parity, Wikipedia
7. Downsizing, Renault Communication
Available: http://www.renault.com/en/Innovation/eco
technologies/Documents_Without_Moderation/Downsizing.pdf
8. Engine downsizing at Ford and VW
Available: http://www.automotivemanufacturingsolutions.com/focus/engine-downsizing-at-ford-and-vw
56
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Innovation for customers
TechTalk@KPIT April - June 2014
Karl Benz
(November 25, 1844 April 4, 1929)
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35 & 36, Rajiv Gandhi Infotech Park, Phase - 1, MIDC, Hinjewadi, Pune - 411 057, India.
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Suggestions and Feedback

Hybrid Powertrain: Revolo

Alternate Fuel Powertrain

Powertrain Components: Variable Valve Lift

Safety Features in Powertrain

Selecting Powertrain Technologies for the Future

using pressure cooker as the boiler to generate the steam.

The central character of this article is a

The concept of mobility is very important part

Going through the history, it can be said that

One of the most important aspects of these

II. Let's move!

Figure 2:Cugnot's Steam Locomotive, 1769 [Ref. 2]

Figure 1: Today's 'Wheeled Motor Vehicle' [Ref.1]

Other aspects that affected the usage of

combustion engine fueled by coal gas in the

However, until the early 20th century, the

III. Rise of a long shadow

Still, the powertrain technology had a long way

Plante. This led to further developments in

Figure 3 : Transmission system [Ref.9]

But, as mentioned earlier, 'technological

For a very long time, IC engines ruled the

But, as fate would have it, the electric vehicles

IV. Revenge of an Electric car

vehicles available in the market today- Hybrid

technological advancements- which will pave

Even though the electric vehicle is expensive

'From Manual to Automatic'

torque but less speed, whereas higher gears

Manual transmission, sometimes referred to

In this article, we will discuss some of the types

Figure 1: Manual transmission system overview

II. Manual transmission: Swagger

Most of the clutches work on the principle of

Large sun gear

Small sun gear

IV. Automatic transmission- Just

The period from 1940 to 1960 was when the

Figure 2: Simple gear mechanism [Ref. 6]

- There is no gear selector lever.

So, when a user has selected the 'Drive'

III. Semi-automatic transmissionManumatic or Autoual?

Figure 4: Automatic transmission system overview

In a semi-automatic transmission there are

This device not only provides a mechanical

Figure 3: Dual clutch assembly [Ref. 7]

Large sun gear

Small sun gear

The vehicle can have more than one planetary

Figure 5: Torque converter [Ref. 8]

These gears are automatically changed by

Table 1: Simple planetary

The planetary gear set or epicyclic gear

Large sun gear

Small sun gear

C. Transmission control unit.

B. Planetary Gear Set

One more feature of the torque converter is an