B1 - Project Document

PULSE CONTROLLED ENGINE
A Project Report
Submitted in Partial fulfilment of the requirement for the award of the degree
Of
BACHELOR OF TECHNOLOGY
In
MECHANICAL ENGINEERING
Submitted By
LINGOLU HARITHA LAKSHMI 160106137
M AJITH VAMSI 160106138
MACHHA RAJESH 160106140
JALLEPALLI M N R S VEERA VENI 160106098
Under the esteemed guidance of

G. S. V. SESHU KUMAR, M. Tech.
Assistant Professor
Mechanical Engineering Department
DEPARTMENT OF MECHANICAL ENGINEERING

S.R.K.R. ENGINEERING COLLEGE
(Affiliated to ANDHRA UNIVERSITY, VISAKHAPATNAM)
(Recognized by A.I.C.T.E., Accredited by NAAC “A” Grade.)
BHIMAVARAM
(2016-2020)
i
S.R.K.R. ENGINEERING COLLEGE
(Affiliated to Andhra University, Visakhapatnam)
(Recognized by All India Council for Technical Education, New Delhi)
(Accredited by NAAC ‘A’ Grade with 3.60/4 CGPA)
(Recognized as Scientific and Industrial Research Organization)
CHINA AMIRAM (P.O):: BHIMAVARAM-534 204
DEPARTMENT OF MECHANICAL ENGINEERING
Certificate
This is to certify that the project work entitled “Pulse Controlled Engine” is the
bonafide work submitted by ................................................................. in the partial
fulfillment of the requirement for the award of the degree of BACHELOR OF
TECHNOLOGY in MECHANICAL ENGINEERING during the year 2019-2020
Guide: Head of the Department:

G. S. V. SESHU KUMAR, M.Tech. Dr. K. BRAHMA RAJU, M.E, Ph.D
Assistant Professor Professor
ii
CERTIFICATE OF EXAMINATION
This is to certify that we had examined the thesis and here by accord our
approval of it as a study carried out and presented in a manner required for its acceptance
in a partial fulfillment for the award of degree of BACHELOR OF TECHNOLOGY
in MECHANICAL ENGINEERING for which it has been submitted.
This approval does not endorse or accept every statement made, opinion
expressed or conclusion drawn as in report. It only signifies acceptance of report for the
purpose for which it is submitted.
External examiner Internal examiner
iii
ACKNOWLEDGEMENT
We express our deep sense of gratitude to our project guide

G. S. V. SESHU KUMAR Assistant Professor in Department of Mechanical
Engineering for giving us an opportunity in doing this project and for his valuable
guidance, constant encouragement and keen interest shown in making the project
work a successful one.
With reverence and humility, we express our deep sense of gratitude to Dr.
K. Brahma Raju, Professor and Head of the Department of Mechanical
Engineering, S.R.K.R. Engineering College for his support and encouragement
to carry out this project successfully.
We are profusely grateful to the Principal S.R.K.R. Engineering College
for providing the necessary infrastructure for carrying out this project
successfully.
We are thankful to our entire department faculty and family members for
their kind co-operation and help extended throughout the progress of this work.
PROJECT ASSOCIATES
LINGOLU HARITHA LAKSHMI
M AJITH VAMSI
MACHHA RAJESH
JALLEPALLI M N R S VEERAVENI
iv
ABSTRACT
The automotive industry has already implemented many advanced computer

systems in an attempt to increase the safety and comfort of the driver. In keeping the
view of the driver’s life many researches are going. One of our thought is pulse
controlled engine.
A major issue in the society is accidents occurring due to driver’s heart attacks.
To avoid these types of deaths we have come forward with an electronic circuit which
connects driver’s heart to engine. Here there is a heart pulse monitor which is placed on
steering wheel or on the handle of the vehicle. The heart pulse sensor continuously
observes the drivers heart rate and communicates the data to the micro-controller. If in
case the sensor detects that there is an increase or decrease of heart beat then the micro-
controller sends the data to the servo motor. Then the servo motor immediately cuts the
starter circuit and there by stopping the engine. As the engine of the vehicle stops
running the vehicle also stops gradually.
The accidents due to drivers ill health caused by various reasons such as stress,
tension and heart problem is a big issue in the society. The purpose of this work is to
reduce the accidents that are not in the hands of humans. With the help of an electronic
circuit the above mentioned problem can be solved and the vehicle can be controlled
according to the driver pulse rate.
The main theme of this project is to reduce the accidents caused by the tensed
persons while driving a vehicle and increases the driver’s life and also persons traveled
in that vehicle by taking them immediately to the nearby hospital. In this work an
electronic system is fabricated in addition to the regular engine to control the accidents
caused due to abnormal pulse rate of the driver.
VI
TITLE PAGE NO
CERTIFICATE i
CERTIFICATE OF EXAMINATION iii
ACKNOWLEDGEMENT iv
ABSTRACT v
LIST OF CHAPTERS vi
LIST OF FIGURES viii
LIST OF CHAPTERS
1. START STOP SYSTEM IN CARS 01
1.1 Introduction 01
1.2 Components of Start-stop System 02
1.3 Engine 02
1.4 Construction features of an IC Engine 03
1.5 Integrated starter Generator 05
1.6 Battery and Battery sensor 09
1.7 Engine control unit 12
1.8 Working of ECU 12
2. LITERATURE REVIEW 16
3. PROJECT LAYOUT 19
3.1 Project Layout 19
3.2 Types of components 19
3.3 Different Types of Arduino Boards 20
3.4 Arduino shields 25
3.5 Max30100 pulse rate sensor 26
3.6 Arduino OLED 29
3.7 Relay 31
3.8 Bluetooth Module 33
4. DESIGN AND FABRICATION 36

4.1 Design and Fabrication 36
4.2 Methodology 36
4.3 Working 36
4.4 Signal Transmission Sequence 37
4.5 Observations 38
4.6 Result 38
VII
5. CONCLUSION AND SCOPE FOR FUTURE 39
5.1 Conclusion 39
5.2 Future Scope 39
5.3 Reference 40
VII
LIST OF FIGURES
Figure-1.1 Block Diagram of start stop system in cars 01
Figure-1.2 Cross section of an IC Engine 03
Figure-1.3 A possible place of the ISG in HEV systems 06
Figure-1.4 Starter and generator construction 08
Figure-1.5 A Typical 12v, 40Ah lead acid battery 09
Figure-1.6 Ford battery monitor sensor 11
Figure-1.7 Engine control unit 12
Figure-3.1 Project Layout 19
Figure-3.2 Different types of arduino Boards 20
Figure-3.3 Arduino Nano 21
Figure-3.4 Arduino Uno 22
Figure-3.5 Lillypad Arduino 23
Figure-3.6 Red board Arduino 24
Figure-3.7 Arduino mega(R3) board 24
Figure-3.8 Arduino Leonardo board 25
Figure-3.9 Arduino Shields 25
Figure-3.10 Max30100 pulse rate sensor 27
Figure-3.11 Pin diagram of pulse rate sensor 27
Figure-3.12 Arduino OLED 30
Figure-3.13 Electromechanical Relay 32
Figure-3.14 Bluetooth Module 33
Figure-4.1 Pulse Controlled Engine 37
Figure-4.2 Signal Transmission sequence 37
Figure-4.3 Result Graph 38
VIII
CHAPTER - 1
START-STOP SYSTEM IN CARS

1.1 INTRODUCTION
A start-stop system used in automobiles automatically shuts down and restarts the
internal combustion engine to reduce the amount of time the engine spends idling,
thereby improving fuel economy and reducing emissions. In a typical situation the driver
releases the accelerator pedal, activates the brake pedal and the vehicle comes to a halt.
The driver takes the car out of the gear i.e. in neutral position.
TEMPERATURE
SENSOR ENGINE
TURN OFF
ENGINE
INTEGRATED STARTER GENERATOR
START
ENGINE
BATTERY
BATTERY ECU ENVIRONMENTAL

SENSOR DATA SENSOR
BRAKE PEDAL
SENSOR
Figure1.1 Block Diagram of Start-Stop System in cars
Department of Mechanical Engineering, SRKR Page 1

1.2 COMPONENTS OF START-STOP SYSTEM:

 Engine
 Integrated Starter Generator
 Battery and battery sensor
 Engine Control Unit(ECU)
1.3 ENGINE:
A heat engine is a machine, which converts heat energy into
mechanical energy. The combustion of fuel such as coal, petrol, and diesel
generates heat. This heat is supplied to a working substances at high temperature.
By the expansion of this substances in suitable machines, heat energy is converted
into useful work. Heat engines can be further divided into two types
 External combustion and
 Internal combustion.
In steam engine the combustion of fuel takes place outside the engine and the
steam thus formed is used to run the engine. Thus, it is known as external combustion
engine. In the case of internal combustion engine, the combustion of fuel takes place
inside the engine cylinder itself. The IC engines can be further classified as :
 Stationary or mobile
 Horizontal or vertical
 Low, Medium or high speed.
The two distinct types of IC engines used for either mobile or stationary
operations are:
 Diesel
 Carburetor.
SPARK IGNITION:
In this engine liquid fuel is atomized, vaporized and mixed with the air in correct
proportion before being taken to the engine cylinder through the intake manifolds. The
ignition of the mixture is an electric spark and is known as spark ignition.
COMPRESSION IGNITION:
In this only the liquid fuel is injected in the cylinder under high pressure.

1.4 CONSTRUCTION FEATURES OF IC ENGINE:
The cross section of IC engine is as shown in the figure below. A brief explanation
of these parts is given below.
Figure1.2 Cross Section of an IC Engine
CYLINDER:
The cylinder of an IC engine constitutes the basic and supporting portion of the
engine power unit. Its major function is to provide space in which the position can
operate to draw in the fuel mixture or air (depending upon spark ignition or compression
ignition), compress it, allow it to expand and thus generate power. The cylinder is
usually made of high-grade cast iron. In some cases, to give greater strength and wear
resistance with less weight, chromium, nickel and molybdenum are added to the cast
iron.
PISTON:
The piston of an engine is the first part to begin movement and to transmit power
to the crankshaft as a result of the pressure and energy generated by the combustion of
the fuel. The piston is closed at one end and open on the other end to permit direct
attachment of the connecting rod and its free action. The materials used for pistons are
gray cast iron, cast steel and aluminum alloy. However, the modern trend is to use only
aluminum alloy pistons in the tractor engine.

PISTON RINGS:
These are made of cast iron on account of their ability to retain bearing qualities
and elasticity indefinitely. The primary function of the piston rings is to retain
compression and at the same time reduce the cylinder wall and piston wall contact area
to minimum, thus reducing friction losses and excessive wear.
The other important functions of piston rings are the control of the lubricating
oil, cylinder lubrication, and transmission of heat away from the piston and from the
cylinder walls. Piston rings are classed as compression rings and oil rings depending on
their function and location on the piston.
Compression rings are usually plain one piece rings and are always placed in the
grooves nearest the piston head. Oil rings are grooved or slotted and are located either
in the lowest groove above the piston pin or in a groove near the piston skirt. Their
function is to control the distribution of the lubricating oil to the cylinder and piston
surface in order to prevent unnecessary are excessive oil consumption ion.
PISTON PIN:
The connecting rod is connected to the piston through the piston pin. It is made
of case hardened alloy steel with precision finish. There are three different methods to
connect the piston to the connecting rod.
CONNECTING ROD:
This is the connection between the piston and crank shaft. The end connecting the
piston is known as small end and the other end is known as big end. The big end as two
halves of a bearing bolted together. The connecting rod is made of drop forged steel and
the section is of I-beam type.
CRANK SHAFT:
This is connected to the piston through the connecting rod and converts the linear
motion of the piston into the rotational motion of the flywheel. The journals of the crank
shaft are supported on main bearings, housed in the crankcase. Counter–weights and the
flywheel bolted to the crank shaft help in the smooth running of the engine.

ENGINE BEARINGS:
The crank shaft and the cam shaft are supported on anti-friction bearings. These
bearings must be capable of withstanding high speed, heavy load and high temperatures.
Normally cadmium, silver or copper and lead is coated on steel back to give the above
characteristics. For single cylinder vertical / horizontal engines, the present trend is to
use the ball bearings in place of main bearings of the shell type.
VALVES:
To allow the air to enter into the cylinder or the exhaust, Gases to escape from the
cylinder, valves are provided, known as inlet and exhaust valves respectively. The valves
are mounted either on the cylinder head or on the cylinder block.
CAM SHAFT:
The valves are operated the action of cam shaft, which has separate cams for the
inlet, exhaust valves. The cam lifts the valves against the pressure of the spring and as
soon as it changes position the spring closes the valve. The cam gets drive through either
the gear or sprocket and the chain system from the crank shaft. It rotates at half the speed
of cam shaft.
FLYWHEEL:
This is usually made of cast iron and its primary function is to maintain uniform
engine speed by carrying the crank shaft through the intervals when it is not receiving
power from a piston. The size of the flywheel varies with the number of cylinders and
the type and size of the engine. It also help in balancing in rotating mass.
1.5 INTEGRATED STARTER GENERATOR:

The integrated starter-generator (ISG) replaces both the conventional
starter and alternator (generator) of an automobile in a single electric device. It allows
greater electrical generation capacity and the fuel economy and emissions benefits of
hybrid electric automotive propulsion.
The starter generator initially engages because of the direct current voltage sent
from the battery of the vehicle or equipment. Once the ignition switch is turned, it closes
the contact or electrical connection, sending voltage to the starter of the component. ...
The starter turns, tripping or turning the engine. The reasons to combine starter and
alternator in a single machine of increased power rating are:
 A desire to eliminate the starter which is only a passive component during engine
operation.
 A need to replace the present belt and pulley coupling between the alternator and the
crankshaft.
 A need to provide fast control of generator voltage during load dumps in order to
improve the distributed power quality.
 A desire to eliminate the slip rings and the brushes in some present wound rotor
alternator.
The ISG acts as a bi-directional power converter, changing mechanical energy

into electrical energy and vice versa. Functioning as an electric motor, it starts the ICE
almost soundlessly and considerably faster than any conventional starter. As a generator,
it produces power for the lights, the air-conditioning system, the radio and all other
electrical consumers in the car, but with higher efficiency than previous systems. In
several other cases the ISG is sandwiched between the engine and transmission.
Figure 1.3 A possible place of the ISG in HEV systems
The ISG has three important functions: start-stop, electricity generation and power
assistance. The ISG allows the ICE to turn off and conserve energy (and to save fuel) at
stops and instantly restart upon pressing of the gas pedal. Thus instead of continuing to
use fuel at idling speed, for instance when waiting at a traffic light, the engine of a car
with ISG switches off completely when the car is no longer in motion.
When the traffic light turns green and the driver presses the accelerator to move
off, the ISG car starts up almost instantly. In this "engine cranking" mode the ISG can
provide sufficient rotation using battery power to drive the ICE to the maximum starting
speed.
Once that speed is exceeded, the ISG drive power is turned off. The vehicle driver,
however, will not notice any difference because the ISG system will restart the ICE
independently.

The ISG can generate electric energy to be stored in the battery taking mechanical
energy from the spinning crankshaft of the vehicle (running power generation mode). In
addition the ISG can also act as a retarding force for the crankshaft and to regenerate
and feed back into the battery free electric energy when braking the car (recuperative
braking), both when releasing the accelerator and when pressing the brake pedal
(braking power generation mode).
In the boost-mode the ISG can be used to support the ICE by supplying additional power
for fast acceleration. ISG remains active throughout the driving process, for example
during overtaking or at other times when extra power is needed. The ISG has a lot of
advantages
 As the ICE is combined with an electric motor system and the ISG system augment
power of existing engines by providing electric "motor assist", or enabling a "start-
stop" feature a smaller ICE can be used without reducing performance.
 Its start-stop and the recuperative braking capability, respectively its higher voltage
and increased size makes the ISG more efficient than a conventional generator,
resulting in up to 20% reduced overall fuel consumption.
 Because using ISG no fuel enrichment is necessary to start the ICE lower start
emissions can be achieved, especially during the cold start period.
 With the ISG the engine shuts off instead of idling. For the user who drives a lot in
urban traffic, there is clear evidence this environmental benefit. The ICE simply is
not used when the car is not moving.
 It can achieve noise and vibration reduced operation improving comfort.
 The components of the ISG system are not subject to wear and tear and are
maintenance-free because of the system’s brush less design.
 The ISG has the ability to perform torque smoothing of the drive line. By applying
an adequate damping control algorithm also power train oscillations and noises can
be neutralized.
 ISG can be integrated with most of actual car models, therefore is no need to develop
a new car model or significantly modify an existing car. Thus it is very cost-efficient
system.
 As the cold starting requirements have a great influence on the design of any ISG it
can start the ICE also under extremely low temperature conditions.

The main break point of the ISGs is that they require specialized power systems.
The design of an ISG is a great challenge for professionals because the ISG drive's
requirements are quite severe:
 High starting torque at most unfavorable operating conditions.

 Wide speed range in generator mode.
 High efficiency in wide speed range (600÷8000 rpm).
 Vibrations of up to 20 g in crankshaft mounted systems.
 Cycle life over 250 000 stop/start cycles in 10 years.
 Temperature: -30°C to 115°C ambient, +180°C under the hood.
 Good serviceability, high reliability, acceptable cost, etc.
Figure 1.4 Starter and generator construction

Two types of ISG are currently being used: the belt driven and that directly connected
to the crankshaft between the engine and the gearbox. The two ISG types compared with
the classical separate starter and generator solution are given in fig 1.3. As it can be seen
the crankshaft ISG is mounted behind the engine, where the clutch or torque converter
previously sat alone. This avoids the cost and complexity of the belt driven construction,
but needs considerable additional weight of copper and iron of the crankshaft ISG.

1.5 BATTERY AND BATTERY SENSOR:
Battery:
An automotive battery is a rechargeable battery that supplies electric current to a
motor vehicle. Its main purpose is to feed the starter, which starts the engine. Once the
engine is running, power for the car's electrical systems is still supplied by the battery
with the alternator charging as demands increase or decrease.
Figure1.5 A Typical 12v, 40Ah lead acid car battery
SPECIFICATIONS
1. Physical Format:
Batteries are grouped by physical size, type and placement of the terminals, and
mounting style.
2. Cranking Ampere-ages (CCA, CA, MCA, HCA)
Cold cranking amperes (CCA): The amount of current a battery can provide at
0°F (−18 °C). Modern cars with computer controlled fuel injected engines take no more
than a few seconds to start and CCA figures are less important than they used to be. It is
important not to confuse CCA with CA/MCA or HCA numbers as the latter will always
be higher due to warmer temperatures. For example, a 250 CCA battery will have more
starting power than a 250 CA (or MCA) one, and likewise a 250 CA will have more than
a 250 HCA one.

Cranking amperes (CA): the amount of current a battery can provide at 32°F
(0°C).
Marine cranking amperes (MCA): like CA, the amount of current a battery can
provide at 32°F (0°C), and often found on batteries for boats (hence "marine") and lawn
garden tractors which are less likely to be operated in conditions where ice can form.
Hot cranking amperes (HCA) is the amount of current a battery can provide at
80 °F (27 °C). The rating is defined as the current a lead-acid battery at that temperature
can deliver for 30 seconds and maintain at least 1.2 volts per cell (7.2 volts for a 12-volt
battery).
3. Reserve capacity minutes (RCM):
A battery's ability to sustain a minimum stated electrical load; it is defined as the
time (in minutes) that a lead-acid battery at 80°F (27°C) will continuously deliver 25
amperes before its voltage drops below 10.5 volts.
4. Group Size:
Battery Council International (BCI) group size specifies a battery's physical
dimensions, such as length, width, and height. These groups are determined by the
organization.
5. Date Codes:
 In the United States there are codes on batteries to help consumers buy a recently
produced one. When batteries are stored, they can start losing their charge. A
battery made in October 2015 will have a numeric code of 10-5 or an
alphanumeric code of K-5. "A" is for January, "B" is for February, and so on (the
letter "I" is skipped)
 In South Africa the code on a battery to indicate production date is part of the
casing and cast into the bottom left of the cover. The code is Year and week
number. (YYWW) e.g. 1336 is for week 36 in the year 2013.
Battery Sensor:
Many modern cars have a battery current sensor. It might also be called a battery
management or monitor sensor, or simply battery sensor. Typically, a battery sensor is
installed on the negative battery terminal or on the cable. In some cars it might be
installed on positive terminal. Some cars have two terminals, one on each terminal.
How the battery sensor works: it measures the current to and from the battery. It may
also monitor the voltage, state of charge and state of health of the battery (aging). In
some cars, it even measures the temperature of the battery.

The vehicle computer (BCM or PCM) uses these inputs to precisely adjust the
charging system voltage, idle speed and other parameters for better fuel efficiency and
longer battery life. This system is called Power or Battery Management System or BMS.
Figure 1.6 Ford battery monitor sensor
If the system detects that the battery is getting weak, it may turn off some
electrical accessories (load shedding), such as the navigation, heated steering, heated
seats, etc., to save the battery power. In this case, the computer will display a warning
message on the instrument panel.
The function of the battery sensor is particularly important in vehicles with Stop-
Start feature, as the battery management system must verify that the battery has enough
charge to re-start the vehicle. If the battery is low on charge, the Stop-Start feature is
disabled. The charging system current is also often higher in vehicles with Stop-Start
feature. For this reason, in some vehicles, if the sensor has been disconnected or the
battery has been replaced, the Stop-Start feature might not work for some time, until the
computer (BCM or PCM) re-learns the parameters of the battery.
Many electrical problems, including issues with the battery current sensor can be
caused by loose or corroded battery terminals or moisture/corrosion around the battery
sensor. To function properly, the battery sensor must be clean and dry, and the pole
terminal must be tight.

1.6 ENGINE CONTROL UNIT:
An engine control unit (ECU), also commonly called an engine control

module (ECM), is a type of electronic control unit that controls a series of actuators on
an internal combustion engine to ensure optimal engine performance. It does this by
reading values from a multitude of sensors within the engine bay, interpreting the data
using multidimensional performance maps (called lookup tables), and adjusting the
engine actuators. Before ECUs, air-fuel mixture, ignition timing, and idle speed were
mechanically set and dynamically controlled by mechanical and pneumatic means.
If the ECU has control over the fuel lines, then it is referred to as an electronic
engine management system (EEMS). The fuel injection system has the major role to
control the engine's fuel supply. The whole mechanism of the EEMS is controlled by a
stack of sensors and actuators.
Figure1.6 Engine Control Unit
1.8 WORKING OF ECU
1. Control of air-fuel Ratio:

Most modern engines use some type of fuel injection to deliver fuel to the
cylinders. The ECU determines the amount of fuel to inject based on a number of sensor
readings. Oxygen sensor tell the ECU whether the engine is running rich (too much fuel
or too little oxygen) or running lean (too much oxygen or too little fuel) as compared to
ideal conditions (known as stichiometric).

The throttle position sensor tells the ECU how far the throttle plate is opened
when the accelerator (gas pedal) is pressed down. The mass air flow sensor measures
the amount of air flowing into the engine through the throttle plate.
The engine coolant temperature sensor measures whether the engine is warmed
up or cool. If the engine is still cool, additional fuel will be injected. Air–fuel mixture
control of carburetors with computers is designed with a similar principle, but a mixture
control solenoid or stepper motor is incorporated in the float bowl of the carburetor.
2. Control of idle speed:
Most engine systems have idle speed control built into the ECU. The engine RPM
is monitored by the crank shaft position sensor which plays a primary role in the engine
timing functions for fuel injection, spark events, and valve timing. Idle speed is
controlled by a programmable throttle stop or an idle air bypass control stepper motor.
Early carburetor-based systems used a programmable throttle stop using a bidirectional
DC motor. Early throttle Body Injection (TBI) systems used an idle air control stepper
motor. Effective idle speed control must anticipate the engine load at idle. A full
authority throttle control system may be used to control idle speed, provide cruise control
functions and top speed limitation. It also monitors the ECU section for reliability.
3. Control of variable valve timing:
Some engines have variable valve Timing. In such an engine, the ECU
controls the time in the engine cycle at which the valves open. The valves are usually
opened sooner at higher speed than at lower speed. This can increase the flow of air into
the cylinder, increasing power and fuel economy.
4. Electronic Valve Control:

Experimental engines have been made and tested that have no cam shaft, but have
full electronic control of the intake and exhaust valve opening, valve closing and area of
the valve opening. Such engines can be started and run without a starter motor for certain
multi-cylinder engines equipped with precision timed electronic ignition and fuel
injection. Such a static-start would provide the efficiency and pollution-reduction
improvements of a mild Hybrid-Electric Drive, but without the expense and complexity
of an oversized starter motor.

The first production engine of this type was invented (in 2002) and introduced (in
2009) by Italian automaker Fiat in the Alfa Romeo MiTo. Their Multiar engines use
electronic valve control which dramatically improve torque and horsepower, while
reducing fuel consumption as much as 15%. Basically, the valves are opened by
hydraulic pumps, which are operated by the ECU. The valves can open several times per
intake stroke, based on engine load. The ECU then decides how much fuel should be
injected to optimize combustion.
At steady load conditions, the valve opens, fuel is injected, and the valve closes.
Under a sudden increase in throttle, the valve opens in the same intake stroke and a
greater amount of fuel is injected. This allows immediate acceleration. For the next
stroke, the ECU calculates engine load at the new, higher RPM, and decides how to open
the valve: early or late, wide-open or half-open. The optimal opening and timing are
always reached and combustion is as precise as possible. This, of course, is impossible
with a normal camshaft, which opens the valve for the whole intake period, and always
to full lift.
The elimination of cams, lifters, rockers, and timing set reduces not only weight
and bulk, but also friction. A significant portion of the power that an engine actually
produces is used up just driving the valve train, compressing all those valve springs
thousands of times a minute.
Once more fully developed, electronic valve operation will yield even more
benefits. Cylinder deactivation, for instance, could be made much more fuel efficient if
the intake valve could be opened on every down stroke and the exhaust valve opened on
every upstroke of the deactivated cylinder or "dead hole". Another even more significant
advancement will be the elimination of the conventional throttle. When a car is run at
part throttle, this interruption in the airflow causes excess vacuum, which causes the
engine to use up valuable energy acting as a vacuum pump. BMW attempted to get
around this on their V-10 powered M5, which had individual throttle butterflies for each
cylinder, placed just before the intake valves.
With electronic valve operation, it will be possible to control engine speed by

regulating valve lift. At part throttle, when less air and gas are needed, the valve lift
would not be as great. Full throttle is achieved when the gas pedal is depressed, sending
an electronic signal to the ECU, which in turn regulates the lift of each valve event, and
opens it all the way up.

Sensors and actuators:
Sensors for air flow, pressure, temperature, speed, exhaust oxygen, knock and
crank angle position sensor makes a very vital impact in EEMS. Sensors
 MAP: Manifold Absolute pressure.

 IAT: Intake Air Temperature.
 MAF: Mass of Air Flow
 CKP: Crank Shaft Position.
 CMP: CAM Shaft position.
 ECT: Engine coolant temperature.
 O2: Oxygen sensor.
 TP: throttle position.
 VSS: vehicle speed sensor.
 Knock sensor
 APP: Acceleration pedal position.
 Refrigerant sensor

CHAPTER – 2
LITERATURE REVIEW
With semi-autonomous vehicles being pushed onto the market, driver monitoring
systems play a 3 relevant role in determining the user’s level of engagement whenever
an automated-to-manual 4 transition of control is scheduled to occur. As current
monitoring systems heavily rely on steering 5 behavior and ocular parameters as inputs
for their algorithms, this study aims to investigate 6 whether average heart rate may be
used as an accurate metrics to determine the driver’s level of 7 mental workload. One
hundred thirty-six participants with three different age ranges (21-34, 35- 8 53, 54-70
years old) drove on-road vehicles while interacting with the vehicle’s infotainment 9
system or executing a highly-demanding cognitive task (OSPAN). Average heart rate
was recorded 10 using a portable heart rate monitor for commercial use. Results showed
that the average heart rate 11 increased as the secondary task became more demanding.
Further, a significant task x age 12 interaction suggested that as the secondary-task
became more demanding, younger drivers showed 13 an increased heart rate compared
to older drivers. These results are of the primary importance for 14 the design of adaptive
workload monitoring systems.
Authors: Biondi, Francesco, Coleman, James R
The heart rate monitor can be used in several ways and applications such as in the
hospitals, elderly health care, personal emergency response [1, 2] or sport training [3].
In the developing countries or rural hospitals, health care budgets are very limited and
increasing expenditure is affected to the quality of service in a small hospital.
Monitoring of heart rate is essential for real-time information that would allow
emergency detection and for evaluating the risk of heart failure. However, commercial
heart rate monitors are expensive and not every hospital can afford it. There are some
researchers have demonstrating a low-cost heart rate monitor and adopting wireless
technology into this kind of system using ZigBee, XBEE, Bluetooth and RF modules
[1, 3-5]. However, some of those designs still required high power, time consuming
and big data overhead for communication protocol. In this work, we aim to build
inexpensive prototype of simple wireless sensor network for heart rate monitoring
system based on Wi-Fi connectivity and utilize a light weight MQTT for a publish-
subscribe based messaging protocol.
Authors: K. Chooruang. P. Mangkalakeereee

Heart diseases are one of the most common ailments that subtly kill its victim within
seconds. The lack of knowledge about one's heart rate is one of the common reasons
why it successfully penetrates the victim's heart at stealth. Portable monitoring device
became a trend in the field of medicine for various benefits and ease for the user; it
avoids the hassle in going to hospitals, coping up with check-up schedules, and paying
huge amount of money just to have a close monitoring of one's heart activity. The
portable heart rate monitoring device was created to give the patient the ease in
monitoring their heart rate with the use of their smart phones, which are connected via
live Bluetooth connection, using Bluetooth Shield 4.0. The monitoring sessions' output
is accurately and reliably aligns with the heart rate monitoring devices used in hospitals,
which are proven through a series of (1) accuracy test, (2])reliability test, and for the
SMS feature, (3)the accuracy of SMS notification upon reaching the threshold, and (4)
the Bluetooth range between the device and the smart phone. The sessions can be stored
and retrieved from the memory of the smart phone itself. It can also be used to closely
monitor the heart rate at a real time basis on a certain period of time. The device can be
used within 10 m. radius away from the smartphone and can utilize the SMS notification
feature using the regular load of the phone's SIM card.
Authors: Alvin L, Valor, Afel Aguilar, Mary
Regina, B. Apsay, James Russell
This paper describes a field programmable gate array (FPGA) implementation of a
system that calculates the heart rate from Electrocardiogram (ECG) signal. After heart
rate calculation, tachycardia, bradycardia or normal heart rate can easily be detected.
ECG is a diagnosis tool routinely used to access the electrical activities and muscular
function of the heart. Heart rate is calculated by detecting the R peaks from the ECG
signal. To provide a portable and the continuous heart rate monitoring system for
patients using ECG, needs a dedicated hardware. FPGA provides easy test ability,
allows faster implementation and verification option for implementing a new design.
We have proposed a five-stage based methodology by using basic VHDL blocks like
addition, multiplication and data conversion (real to the fixed point and vice-versa).
Our proposed heart rate calculation (R-peak detection) method has been validated,
using 48 first channel ECG records of the MIT-BIH arrhythmia database. It shows an
accuracy of 99.84 %, the sensitivity of 99.94 % and the positive predictive value of
99.89 %. Our proposed method outperforms other well-known methods in case of
pathological ECG signals and successfully implemented in FPGA.
Authors: Damodar Panigraphy, Manas Rakshit,
Prasanna Sahu

We propose a novel remote heart rate (HR) estimation method using facial images
based on video analytics. Most of previous methods have been demonstrated in
well-controlled indoor environments. In contrast, this paper proposes a practical
video analytic framework under actual driving conditions by extracting key HR
inducing features. In particular, when cars are driven, effective and stable HR
estimation becomes challenging as there are many dynamic elements, such as rapid
illumination changes, vibrations, and ambient lighting that can exist in the vehicle
interior. To overcome those disturbances of HR estimation, the driver face region
is first detected and cropped to the region of interest (RoI). Second, the components
related to HR are extracted from mixed noisy components using ensemble empirical
mode decomposition (EEMD). Finally, the extracted signal is analyzed in frequency
domain and smoothed with temporal filtering. To verify our approach, the proposed
method is compared with recent prominent methods employing a public HCI
dataset. It has been demonstrated that the proposed approach delivers superior
performance under driving conditions using Bland-Altman plots.
Authors: Kaghyu Lee, David K. Han, Hanseok Ko, Petru Andre

CHAPTER - 3
PROJECT LAYOUT
3.1 Project Layout:
MAX30100
PULSE RATE OLED
OLED
OLED
SNESOR
ARDUINO
ARDUINO
NANO
NANO
RELAY
RELAY
ENGINE
ENGINE
Figure-3.1 Project layout
This is the outline of the project and the figure 3.1 represents the hardware components
involved in this project.
3.2 Types of Components:

 Arduino NANO
 MAX 30100 pulse rate Sensor
 Arduino OLED
 Relay
 Bluetooth Module

Arduino:
 Arduino is an open-source electronics prototyping platform based on flexible,
easy-to-use hardware and software.
 It’s intended for artists, designers, hobbyists, and interested in creating
interactive objects or environment.
 For whatever reason, Arduino microcontrollers have become de facto
standard.
 Make magazine features many projects using Arduino microcontrollers.
 Strives for the balance between ease of use and usefulness.
 Programming languages seen as major obstacle.
 Arduino C is a greatly simplified version of C++.
3.3 Different Types of Arduino Boards:

The list of Arduino boards includes the following such as
 Arduino Nano
 Arduino Uno(R3)
 Lily Pad Arduino
 Red Board
 Arduino Mega (R3)
 Arduino Leonardo
 Arduino Due
Figure-3.2 different types of arduino
Figure-3.2, shows different types of arduino boards that are available in the
market.

Features of Arduino Boards:

Table 3.1
Arduino Processor memory Digital Analogue

Board I/O I/O
Arduino Uno 16Mhz 2KB SRAM, 14 6 input, 0

ATmega328 32KB flash output
Arduino Due 84Mhz 96KB SRAM, 54 12 input, 2

At91SAM3X8E 512KB flash output
Arduino 16Mhz 8KB SRAM, 54 16 input, 0

Mega ATmega2560 256KB flash output
Arduino 16Mhz 2.5KB SRAM, 20 12 input, 0

Leonardo ATmega32u4 32KB flash output

Arduino Nano:
Figure 3.3 Arduino Nano
The Arduino Nano is a small, complete, and breadboard-friendly board based on the
ATmega328 (Arduino Nano 3.x) or ATmega168 (Arduino Nano 2.x). It has more or less
the same functionality of the Arduino Duemilanove, but in a different package.

It lacks only a DC power jack, and works with a Mini-B USB cable instead of a
standard one. The Arduino Nano can be powered via the Mini-B USB connection, 6-
20V unregulated external power supply (pin 30), or 5V regulated external power supply
(pin 27). The power source is automatically selected to the highest voltage source.
Microcontroller: Atmel ATmega168 or ATmega328

Operating Voltage (logic level): 5 V
Input Voltage (recommended): 7-12 V
Input Voltage (limits): 6-20 V
Digital I/O Pins: 14 (of which 6 provide PWM output)
Analog Input Pins: 8
DC Current per I/O Pin: 40 mA
Flash Memory: 16 KB (ATmega168) or 32 KB (ATmega328) of which 2 KB used by
boot loader
SRAM: 1 KB (ATmega168) or 2 KB (ATmega328)
EEPROM: 512 bytes (ATmega168) or 1 KB (ATmega328)
Clock Speed: 16 MHz
Arduino Uno (R3):
Figure-3.4 Arduino UNO

The Uno is a huge option for your initial Arduino. It consists of 14- digital I/O
pins, where 6- pins can be used as PWM (Pulse Width Modulation outputs), 6-analog
inputs, a reset button that is shown in figure-4.3, a power jack, a USB connection and
more. It includes everything required to hold up the microcontroller; simply attach it to
an AC to DC adapter or battery.
Lily pad Arduino Board:
The Lily pad arduino board (shown in figure-4.4) is a wearable e- textile

technology expanded by Leah “Buechley” and considerately designed by “Leah and
Spark Fun”. Each board was imaginatively designed with huge connecting pads & a
smooth back to let them to be sewn into clothing using conductive thread. This Arduino
also comprises of I/O, power and also sensor boards which are built especially for e-
textiles. These are even washable.
Figure-3.5 Lilly pad Arduino
Red Board Arduino Board:
The Red Board arduino board (shown in figure-4.5) can be programmed using a Mini-
B USB cable using the Arduino IDE. It will work on Windows 8 without having to
modify your security settings. It is more constant due to the USB or FTDI chip we used
and also it is entirely flat on the back. Creating it is very simple to utilize in the project
design. Just plug the board, select the menu option to choose an arduino UNO and you
are ready to upload the program. You can control the Red Board over USB cable using
the barrel jack.

Figure-3.6 Red board arduino
Arduino Mega (R3) Board:
Figure-3.7 arduino mega (R3) board

The Arduino Mega (shown in figure-4.6) is similar to the UNO’s big brother. It includes
lots of digital I/O pins (from that, 14-pins can be used as PWM O/P’s), 6-analog inputs,
a reset button, a power jack, a USB connection and a reset button. It includes everything
required to hold up the microcontroller. Simply attach it to a PC with the help of a USB
cable and give the supply to get started with an AC-to-DC adapter or battery. The huge
number of pins make this arduino board very helpful for designing the projects that
need a bunch of digital inputs or outputs like lots buttons.

Arduino Leonardo Board:
Figure-3.8 Arduino Leonardo board
The first development board of an Arduino is the Leonardo board (shown in

figure-3.8). This board uses one microcontroller along with the USB. That means, It can
be very simple and cheap also. Because this board handles USB directly, program
libraries are obtainable which let the Arduino board to follow a keyboard of the
computer, mouse, etc.,
3.4 ARDUINO SHIELDS:
Additionally, Arduino shields (shown in figure-4.8) are pre built circuit boards
used to connect to a number of Arduino boards. These shields fit on the Arduino
compatible boards to provide an additional capabilities like connecting to the internet,
motor controlling, providing wireless communication, LCD screen controlling, etc.,
the different types of an Arduino shields are
Figure-3.9 Arduino shields

 Wireless Shields
 The GSM Shield
 The Ethernet Shield
 The Proto Shields.
3.5 MAX301000 PULSE RATE SENSOR:
The MAX30100 is an integrated pulse oximetry and heart rate monitor sensor
solution. It combines two LEDs, a photo detector, optimized optics, and low-noise
analog signal processing to detect pulse oximetry and heart-rate signals. The
MAX30100 operates from 1.8V and 3.3V power supplies and can be powered down
through software with negligible standby current, permitting the power supply to remain
connected at all times.
Applications:
 Wearable Devices
 Fitness Assistant Devices
 Medical Monitoring Devices
Benefits and features:

1. Complete Pulse Oximeter and Heart-Rate Sensor Solution Simplifies Design
• Integrated LEDs, Photo Sensor, and High-Performance Analog Front -End
• Tiny 5.6mm x 2.8mm x 1.2mm 14-Pin Optically Enhanced System-in-
Package
2. Ultra-Low-Power Operation Increases Battery Life for Wearable Devices
• Programmable Sample Rate and LED Current for Power Savings
• Ultra-Low Shutdown Current (0.7µA, typ)
3. Advanced Functionality Improves Measurement Performance
• High SNR Provides Robust Motion Artifact Resilience
• Integrated Ambient Light Cancellation
• High Sample Rate Capability
• Fast Data Output Capability

Figure 3.10 Max30100 pulse rate sensor
Working:
The device has two LEDs, one emitting red light, another emitting infrared light.
For pulse rate, only the infrared light is needed. Both the red light and infrared light is
used to measure oxygen levels in the blood.
When the heart pumps blood, there is an increase in oxygenated blood as a result
of having more blood. As the heart relaxes, the volume of oxygenated blood also
decreases. By knowing the time between the increase and decrease of oxygenated blood,
the pulse rate is determined.
Figure-3.11 Pin Diagram of Pulse Rate sensor

It turns out, oxygenated blood absorbs more infrared light and passes more red
light while deoxygenated blood absorbs red light and passes more infrared light. This
is the main function of the MAX30100: it reads the absorption levels for both light
sources and stored them in a buffer that can be read via I2C.

Technical Specifications:
 Operating Voltage : 1.8v – 5.5v

 Interface Type : 12c serial Interface
 Module Dimensions : 18.8 mm (L) * 14.4mm (W) * 3.0mm (H)
 Module Weight : 1.2g (Header + Module)
Table 3.2
Principle of Pulse Oxy-meter
The principle of pulse oxy-metry is based on the differential absorption

characteristics of oxygenated and the de-oxygenated hemoglobin. Oxygenated
hemoglobin absorbs more infrared light and allows more red light to pass through.
Whereas De-oxygenated hemoglobin absorbs more red light and allowing more infrared
light to pass through.
What’s inside the sensor?

Each pulse oxy-meter sensor probe contains two light emitting diode one
emitting red light and the other emitting near infrared light, it also has a photo-detector.
The photo-detector measures the intensity of transmitted light at each wavelength. And
using the differences in the reading the blood oxygen content is calculated. The probe
is placed on a suitable part of the body, usually a fingertip or ear lobe.
Methods of monitoring Oxygen saturation in Blood
Two different methods are used for transmitting light through the transmitting
medium.

Transmission Method:
In the transmission method the transmitter i.e. the LED & the receiver i.e. the photo-
detector are placed on opposite side of the finger. In this method this finger will be
placed between the LED’s & the photo-detector. When the finger is placed a part of the
light will be absorbed by the finger and some part will reach the photo detector. Now
with each heart beat there will be increase in volume of blood flow this will result in
more light getting absorbed by the finger so less light reaches the photo-detector.
Hence if we see the waveform of received light signal it will consist of peaks in
between heart beats and trough (bottom) at each heartbeat. This difference between the
trough & the peak value is the reflection value due to blood flow at heart beat.
Reflectance Method:
In Reflective method the LED & the photo-detector are placed on the same side i.e.
next to each other. In the reflective method there will be some fixed light reflection back
to the sensor due to finger. With each heart-beat there will be an increase in blood
volume in the finger this will result in more light reflection back to the sensor.
Hence if we see the waveform of the received light signal it will consist of peaks at
each heartbeat. A fixed low value reading is there in between the heart beats this value
can be considered as constant reflection and this difference of the peak subtracted from
the constant reflection value is the reflection value due to blood flow at heart beat.
In both above cases you can see the troughs/peaks in reflected light occur at each
heartbeat the duration between two spikes can be used to measure the persons Heart
Rate. Hence a typical heart beat sensor module consists of only on Transmitter LED
(mostly infrared) and one photo-detector.
3.6 ARDUINO OLED
An Organic Light Emitting Diode (OLED) is a display device which has self-
light-emitting technology composed of a thin, multi-layered organic film placed between
an anode and cathode. In contrast to LCD technology, OLED does not require a back-
light.
OLED offers wide viewing range, almost 180 degree from left to right and up to
down and also consumes less power than existing LCD's. OLEDs have been used in
television screens, computer monitors, mobile phones, Personal Digital Assistants, etc..
In the following, OLED with two different types of interfaces are discussed.
Figure-3.12 Arduino OLED
GND should be connected to the ground of Arduino.

VCC is the power supply for the display which we connect the 5 volts pin on the
Arduino.
SCL is a serial clock pin for I2C interface.
SDA is a serial data pin for I2C interface.
Working:
The main component in an OLED display is the OLED emitter - an organic

(carbon-based) material that emits light when electricity is applied. The basic structure
of an OLED is an emission layer sandwiched between a cathode (which injects
electrons) and an anode (which removes electrons).
Specifications:
 High-resolution at 128x64 pixels
 160 degrees viewing angle
 Lower power consumption: only 0.06W with normal use
 Power supply AC3V-5V, working very well with Arduino
 Working temperature: -30 degrees to 70 degree Celsius
 Dimensions: L27.8 x W27.3 x H4.3 mm
 Compatible 3.3v and 5.0v chip I/O level
 Driver IC SSD1306.

Applications:
 Used in consumer electronics.
 Used for Smart watch, mobile phone, and MP3 displays.
 Small level gaming displays.
 Wide range of viewing angle enable to be used in low light.
OLED Memory Map:

Regardless of the size of the OLED module, the SSD1306 driver has a built-in
1KB Graphic Display Data RAM (GDDRAM) for the screen which holds the bit
pattern to be displayed. This 1K memory area is organized in 8 pages (from 0 to 7).
Each page contains 128 columns/segments (block 0 to 127). And each column can store
8 bits of data (from 0 to 7). That surely tells us we have
8 pages x 128 segments x 8 bits of data = 8192 bits = 1024 bytes = 1KB memory.
3.7 RELAY:
A relay is an electrically operated switch. It consists of a set of input terminals

for a single or multiple control signals, and a set of operating contact terminals. The
switch may have any number of contacts in multiple contact forms, such as make
contacts, break contacts, or combinations thereof.
Relays are used where it is necessary to control a circuit by an independent low-
power signal, or where several circuits must be controlled by one signal. Relays were
first used in long-distance telegraph circuits as signal repeaters: they refresh the signal
coming in from one circuit by transmitting it on another circuit. Relays were used
extensively in telephone exchanges and early computers to perform logical operations.
The traditional form of a relay uses an electromagnet to close or open the
contacts, but other operating principles have been invented, such as in solid-state
relays which use semiconductor properties for control without relying on moving parts.
Relays with calibrated operating characteristics and sometimes multiple operating coils
are used to protect electrical circuits from overload or faults; in modern electric power
systems these functions are performed by digital instruments still called protective
relays.

Figure 3.13 Electromechanical Relay
Latching relays require only a single pulse of control power to operate the switch
persistently. Another pulse applied to a second set of control terminals, or a pulse with
opposite polarity, resets the switch, while repeated pulses of the same kind have no
effects. Magnetic latching relays are useful in applications when interrupted power
should not affect the circuits that the relay is controlling.
Working:
All relays contain a sensing unit, the electric coil, which is powered by AC or DC
current. When the applied current or voltage exceeds a threshold value, the coil activates
the armature, which operates either to close the open contacts or to open the closed
contacts. When a power is supplied to the coil, it generates a magnetic force that actuates
the switch mechanism. The magnetic force is, in effect, relaying the action from one
circuit to another. The first circuit is called the control circuit; the second is called the
load circuit.
There are three basic functions of a relay: On/Off Control, Limit Control and
Logic Operation.
On/Off Control: Example: Air conditioning control, used to limit and control a “high
power” load, such as a compressor.
Limit Control: Example: Motor Speed Control, used to disconnect a motor if it runs
slow or faster than the desired speed.
Logic Operation: Example: Test Equipment, used to connect the instrument to a
number of testing points on the device under test.

Applications of Electromechanical Relay:

There are numerous applications for electro mechanical relays. Various types of
relays are used in various applications based on different criteria such as rating of
contacts, number & type of contacts, the voltage rating of contacts, operating lifetime,
coil voltage & current, package, and so on. Relays are frequently being used in power
system networks for controlling purpose, automation purpose, and protection purpose.
The typical applications of electromechanical relays include motor control,

automotive applications such as an electrical fuel pump, industrial applications where
control of high voltages and currents is intended, controlling large power loads, and so
on.
3.8 BLUETOOTH MODULE:

HC‐05 module is an easy to use Bluetooth SPP (Serial Port Protocol) module,
designed for transparent wireless serial connection setup. The HC-05 Bluetooth Module
can be used in a Master or Slave configuration, making it a great solution for wireless
communication. This serial port blue tooth module is fully qualified Bluetooth
V2.0+EDR (Enhanced Data Rate) 3Mbps Modulation with complete 2.4GHz radio
transceiver and base band. It uses CSR Blue core 04‐External single chip Bluetooth
system with CMOS technology and with AFH (Adaptive Frequency Hopping Feature).
Figure 3.14 Bluetooth Module

The Bluetooth module HC-05 is a MASTER/SLAVE module. By default the

factory setting is SLAVE. The Role of the module (Master or Slave) can be configured
only by AT COMMANDS. The slave modules cannot initiate a connection to another
Bluetooth device, but can accept connections. Master module can initiate a connection
to other devices. The user can use it simply for a serial port replacement to establish
connection between MCU and GPS, PC to your embedded project, etc.
Hardware Features:
 Typical ‐80dBm sensitivity.

 Up to +4dBm RF transmit power.
 3.3 to 5 V I/O.
 PIO (Programmable Input/Output) control.
 UART interface with programmable baud rate.
 With integrated antenna.
 With edge connector.
Software Features:
 Slave default Baud rate: 9600, Data bits:8, Stop bit:1,Parity:No parity.
 Auto‐connect to the last device on power as default.
 Permit pairing device to connect as default.
 Auto‐pairing PINCODE:”1234” as default.
Pin Description:
The HC-05 Bluetooth Module has 6 pins. They are as follows
ENABLE:
When enable is pulled LOW, the module is disabled which means the module
will not turn on and it fails to communicate. When enable is left open or connected to
3.3V, the module is enabled i.e. the module remains on and communication also takes
place.
VCC:
Supply Voltage 3.3V to 5V.
GND:
Ground pin

TXD & RXD:
These two pins acts as an UART interface for communication.
STATE:
It acts as a status indicator. When the module is not connected to / paired with any
other Bluetooth device, signal goes Low. At this low state, the led flashes
continuously which denotes that the module is not paired with other device. When this
module is connected to/paired with any other Bluetooth device, the signal goes high. At
this high state, the led blinks with a constant delay say for example 2s delay which
indicates that the module is paired.
BUTTON SWITCH:
This is used to switch the module into AT command mode. To enable AT

command mode, press the button switch for a second. With the help of AT commands,
the user can change the parameters of this module but only when the module is not paired
with any other BT device. If the module is connected to any other Bluetooth device, it
starts to communicate with that device and fails to work in AT command mode.

CHAPTER - 4
DESIGN AND FABRICATION

4.1 Design and Fabrication:
A major issue in the society is accidents due to the driver’s heart attacks. To
avoid these types of deaths this research, i. e an electronic circuit which connects
driver’s heart to engine. Here there is a heart pulse monitor which is placed on the
steering wheel or on the handle of the vehicle. The heart pulse sensor continuously
observes the driver’s heart rate and communicates the data to the micro-controller. If
in case the sensor detects that there is an increase or decrease of heart rate then the
micro-controller sends the data to the servo motor. Then the servo motor immediately
cuts the starter circuit and there by stops the engine. As the engine of the vehicle stops
running, the vehicle also stops gradually.
4.2 Methodology:
These are the sequence of steps that I have followed in this research,
1. Observing the society
2. Finding problem
3. Solution for the problem
4. Fabrication and assembling
5. Prototyping of the idea
6. Testing prototype
7. Product formation
8. Using the product to solve the problems.


4.3 Working:

In the normal condition of the driver the system does not interrupt the engine or
vehicle. But in case if the driver’s heart pulse gets fluctuated due to heart attacks, sudden
cardiac arrest and if the drivers heart pulse gets down due to any reason the heart pulse
sensor detects the variation in the heart pulse and then sends to the micro-controller then
the micro-controller actuates the servo motor according to the code designed by the
developer. Now accordingly the relay immediately cuts the starter circuit and stops the
engine, there by the vehicle also stops and all the people in the vehicle will be safe. To
start the vehicle again, a driver with a perfect heart beat is required.

Then also the heart pulse sensor monitors the driver and sends a perfect heart pulse data
to the micro-controller, and then the micro-controller again actuates the relay. Then the
relay connects the starter circuit and then the vehicle starts normally.
Figure 4.1 Pulse Controlled Engine
4.4 Signal Transmission Sequence:

HEART PULSE
PULSE RATE
SENSOR OLED
POWER
MICRO CONTROLLER SUPPLY
RELAY
ENGINE
Figure 4.2 Signal Transmission Sequence

4.5 Observations:
All the below readings are noted in degrees from the experiment
(approximately)
Table 4.1
Heart Pulse in Circuit status Engine status

(BPM)
0 Dis-connected Off
20 Dis-connected Off
40 Dis-connected Off
60 Connected On
80 Connected On
100 Connected On
120 Dis-connected off
4.6 Results:
The results from the observations are plotted in the graph shown below
1.2
0.8
0.6
0.4
0.2
0
0 20 40 60 80 100 120
-0.2
Figure 4.3 Result graph
BPM on X – axis and engine running status on Y – axis

‘0’ indicates that the engine is stopped
And ‘1’ indicates that the engine is in running condition.

CHAPTER-5
CONCLUSION AND SCOPE FOR FUTURE
5.1 Conclusion:
The pulse controlled engine is new innovation in the automobile field. It reduces
the most accidents by the drivers who suddenly fall ill. If we implement this technology
in the present generation cars we will definitely see the accidents curve fall and reduce
the accidents.
A decade ago, a person driving suffered from Cardiac arrest either due to
continuous driving or stress inside them, which in turn they met with accidents and such
accidents are more in numbers. Tension can be caused due to various factors such as
personal reason, work pressure, physical strain etc., which can lead to accident due to
cardiac arrest. Stress will be highly increased if continuously driving for 16-20 hours
without any rest. We can overcome these problems/accidents with the help of our
project with the Heartbeat sensor. When driver wears the fit-bit, Heartbeat sensor starts
monitoring while driving and if any abnormal change in the heartbeat is found, then the
vehicle gradually decreases the speed and will automatically stop the vehicle by
initiating the Parking light.
5.2 Future scope:
The whole electronic circuit can be controlled using mobile applications, when
the vehicle was stopped in middle of the road, Alarm will be activated to give sense to
other running vehicles on road. Further in future the vehicle can be shifted to a vacant
place with self-driving. And also a message will be sent to nearby Primary Health care
centers or Hospital and Police station and also to close contacts of family or friends and
acquaintance’s
Hence, using this pulse controlled engine system in the automotive field is most
advantageous to save the lives of the passengers and the driver’s and this system also
reduces the accidents by stopping the engine, so that it also saves the lives of the people
travelling in surrounding vehicles.
Department of Mechanical Engineering. SRKR Page 39

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7. https://g.co/kgs/tozezY
8. https://www.samarins.com/glossary/battery-sensor.
9. https://g.co/kgs/GFx4jL
10. https://www.samarins.com/glossary/battery-sensor.
11. https://images.app.goo.gl/4gsdVru5y91sYyG59
12. https://images.app.goo.gl/gyyAQrvdS6BwXC2h6
13. https://wiki.eprolabs.com/index.php?title=Bluetooth_Module_HC-05
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PULSE CONTROLLED ENGINE

Under the esteemed guidance of

DEPARTMENT OF MECHANICAL ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING

Guide: Head of the Department:

External examiner Internal examiner

We express our deep sense of gratitude to our project guide

LINGOLU HARITHA LAKSHMI

The automotive industry has already implemented many advanced computer

4. DESIGN AND FABRICATION 36

START-STOP SYSTEM IN CARS

INTEGRATED STARTER GENERATOR

BATTERY ECU ENVIRONMENTAL

Figure1.1 Block Diagram of Start-Stop System in cars

Department of Mechanical Engineering, SRKR Page 1

1.2 COMPONENTS OF START-STOP SYSTEM:

Department of Mechanical Engineering, SRKR Page 2

Figure1.2 Cross Section of an IC Engine

Department of Mechanical Engineering, SRKR Page 3

Department of Mechanical Engineering, SRKR Page 4

1.5 INTEGRATED STARTER GENERATOR:

The ISG acts as a bi-directional power converter, changing mechanical energy

Figure 1.3 A possible place of the ISG in HEV systems

Department of Mechanical Engineering, SRKR Page 6

Department of Mechanical Engineering, SRKR Page 7

 High starting torque at most unfavorable operating conditions.

Figure 1.4 Starter and generator construction

Department of Mechanical Engineering, SRKR Page 8

1.5 BATTERY AND BATTERY SENSOR:

Figure1.5 A Typical 12v, 40Ah lead acid car battery

2. Cranking Ampere-ages (CCA, CA, MCA, HCA)

Department of Mechanical Engineering, SRKR Page 9

Department of Mechanical Engineering, SRKR Page 10

Figure 1.6 Ford battery monitor sensor

Department of Mechanical Engineering, SRKR Page 11

1.6 ENGINE CONTROL UNIT:

An engine control unit (ECU), also commonly called an engine control

Figure1.6 Engine Control Unit

1.8 WORKING OF ECU

1. Control of air-fuel Ratio:

Department of Mechanical Engineering, SRKR Page 12

2. Control of idle speed:

3. Control of variable valve timing:

4. Electronic Valve Control:

Department of Mechanical Engineering, SRKR Page 13

With electronic valve operation, it will be possible to control engine speed by

Department of Mechanical Engineering, SRKR Page 14

 MAP: Manifold Absolute pressure.

Department of Mechanical Engineering, SRKR Page 15

Department of Mechanical Engineering, SRKR Page 16

Department of Mechanical Engineering, SRKR Page 17

Authors: Kaghyu Lee, David K. Han, Hanseok Ko, Petru Andre

Department of Mechanical Engineering, SRKR Page 18

3.1 Project Layout:

Figure-3.1 Project layout

3.2 Types of Components:

Department of Mechanical Engineering, SRKR Page 19

3.3 Different Types of Arduino Boards:

Figure-3.2 different types of arduino