A SEMINAR REPORT ON

E-CALL - A CALL BETWEEN LIFE AND DEATH

Submitted in partial fulfilment of the requirements for the

award of the degree of

BACHELOR OF TECHNOLOGY
In
MECHANICAL (AUTOMOBILE) ENGINEERING

Submitted by
SAJIN R 09402044

DEPARTMENT OF MECHANICAL ENGINEERING

SREE CHITRA THIRUNAL COLLEGE OF ENGINEERING
THIRUVANANTHAPURAM 695 018
OCTOBER 2012

i
 SREE CHITRA THIRUNAL COLLEGE OF ENGINEERING,
THIRUVANANTHAPURAM - 695 018.
DEPARTMENT OF MECHANICAL ENGINEERING.

CERTIFICATE
Certified that seminar work entitled E-CALL- A CALL
BETWEEN LIFE AND DEATH is a bonafide work carried out in the seventh semester
by SAJIN.R (09402044) in partial fulfillment for the award of Bachelor of Technology
in MECHANICAL (AUTOMOBILE) ENGINEERING from University of Kerala
during the academic year 2012- 2013 who carried out the seminar work under the
guidance and no part of this work has been submitted earlier for the award of any degree.

SEMINAR COORDINATOR SEMINAR GUIDES

SUMEESH KAMAL KRISHNA R

Assistant professor, Assistant Professor,
Department of Mechanical Engg. Department of Mechanical Engg,
SCT College of Engineering, SCT College of Engineering,
Thiruvananthapuram-18 Thiruvananthapuram-18

HEAD OF THE DEPARTMENT

Prof. M.AYYAPPAN
Professor, HOD
Department of Mechanical Engg.
SCT College of Engineering,
Thiruvananthapuram-18

ACKNOWLEDGEMENT

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 I express my deep sense of gratitude to my guide Mr. KAMAL KRISHNA R,
Senior Lecturer, Department of Mechanical Engineering, SREE CHITRA THIRUNAL
COLLEGE OF ENGINEERING, Pappanamcode, Thiruvananthapuram, for the valuable
guidance, constant encouragement and creative suggestions offered during the course of
this seminar and also in preparing this report.
I extend my sincere thanks to Prof. M.AYYAPPAN, Head of the
Department, Department of Mechanical Engineering, SREE CHITRA THIRUNAL
COLLEGE OF ENGINEERING, Pappanamcode, Thiruvananthapuram for providing
me with the guidance and facilities for the seminar.
I express my sincere gratitude to the seminar coordinator Mr. KAVILAL
E G for his cooperation and guidance for preparing and presenting the seminar.
I also extend my sincere thanks to all other faculty members of
Mechanical Engineering Department and my friends for their support and
encouragement.
Above all I thank GOD, the almighty for his grace without which it would not
have been possible to complete this work in time.

ABSTRACT
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 In the event of an accident ,the onboard e-call device transmits an emergency call to the
most appropriate public service answering point along with certain vehicle related data.
Actually it works either with the human intervention or even without it; there will also
always be a voice connection between the vehicle and the rescue centre in addition to the
data link. The communication says not only that something has happened but also how
serious the accident is and gives the location of vehicle involved in accident. The
European Union is promoting eCall to reduce the number of roadway fatalities by
minimizing the response time when an accident has occurred. eCall is a combination of
an In Vehicle System (IVS), a device with a GSM cell phone and GPS location capability,
and a corresponding infrastructure of Public Safety Answering Points (PSAPs) Intelligent
Vehicle Safety Systems use Information and Communications Technologies for providing
solutions for improving road safety in particular in the pre-crash phase when the accident
can still be avoided or at least its severity significantly reduced.

TABLE OF CONTENTS

iv
ABSTRACT ii
LIST OF FIGURES v
LIST OF TABLES vi
LIST OF ABBREVIATIONS vii

CHAPTER TITLE PAGE NO

1. INTRODUCTION 1
2. LITERATURE REVIEW 2
3. eCALL 3
3.1 NEED TO REDUCE THE ACCIDENT RESPONSE TIME 4
3.2 HARDWARES REQUIRED 4
3.3 ELEMENTS IN eCALL 5
3.3.1 PSAP (PUBLIC SERVICE ACCESS POINT) 5
3.3.2 MDS (MINIMUM DATA SET) 6
3.3.3 EMERGENCY CALL NUMBER E112 6
4. PRINCIPLE 7
5. WORKING 8

6. ARCHITECTURE AND STANDARDIZATION OF eCALL 9

6.1 eCALL IVS 10
6.2 IMPLEMENTATION 11
6.2.1 CRASH SENSOR 12
6.2.2 eCALL BOX 12

6.3 DESIGN CONSIDERATIONS FOR AN IVS 13

7. TYPES OF SENDING MDS 14

7.1 DTMF MESSAGING 14

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 7.2 UUS-MESSAGING 14
7.3 USSD-MESSAGING 14
8. STEPS INVOLVED IN DETECTION OF ACCIDENT 17
8.1 PRE-CERTIFICATION 17
8.2 APPLICATION TESTS 17
8.3 ENVIRONMENTAL TESTS 17
9. ADVANTAGES 19
10. CONCLUSIONS AND FUTURE WORKS 20
11. REFERENCES 21

LIST OF FIGURES

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FIGURE PAGE NO

3.1 eCALL PROCESS 3

3.3.1 MAIN ELEMENTS OF THE PSAP DETAIL 5
4.1 PRINCIPLE 7
5.1 WORKING PROCESS 8
6.1 ARCHITECTURE OF THE eCALL SERVICE 9

6.1.1 ARCHITECTURE OF THE eCALL IVS 10

6.2.1 EXPERIMENTAL IMPLEMENTATION OF THE PROPOSED
EMERGENCY CALL SYSTEM 11
6.2.2 AXES OF THE CRASH SENSOR AND CRASH TYPES
UNDER STUDY 12
6.2.3 IMPLEMENTATION OF THE CRASH SENSOR AND
eCALL BOX ON A BIKE 13
7.1 PROCEDURE OF SENDING MDS 15
7.2 RELIABILITY OF VOICE CALL VS SMS/EMAIL 16

LIST OF TABLES

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TABLE PAGE NO

7.1 AN OVERVIEW OF CHARACTERISTICS OF EACH

TECHNOLOGY 15

LIST OF ABBREVIATIONS

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PSAP - Public Safety Answering Point
MSD - Minimum Set of Data
IVS - The In-Vehicle System
FDS - Full Data Set
DTMF - Dual Tone Multi Frequency
CLI - Caller Line Identification
UUS - User to User Signalling
ETSI - European Telecommunications Standards Institute
MNO - Mobile Network Operator
USSD - Unstructured Supplementary Service Data
GPS - Global Positioning System
CMOS Camera - Complementary Metal Oxide Semiconductor Camera

Chapter 1
INTRODUCTION

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 Road accidents are one of the most common causes of death among European Union
citizens. Thanks to advances in wireless technologies, intelligent systems are arising to
help develop safety and efficiency services for road transportation. A clear example is the
European eCall initiative. It is widely accepted that providing rapid assistance to victims
of road accidents is of utmost importance, especially in severe accidents, in which the
victims are not able to call for help and also in secondary roads, in which vehicles may
not be easily located by rescue personnel. Moreover, patients with multisystem trauma
need surgery as soon as possible. For these reasons, an intelligent emergency call system
utilizing sensors to automatically detect a crash and using a wireless network to send
critical information (e.g., location of the accident, vehicle identification, number of
passengers) to emergency services in a rapid manner would save lives. According to a
study by the European eSafety Forum, such a system could decrease the number of car
accident-related deaths in Europe by 5%.
The commercial solutions to the described emergency call systems are based on an in-
vehicle telematics control unit with a Global Positioning System (GPS) receiver and
cellular network connectivity, mainly the Global System for Mobile Communications
(GSM), connected to the car sensors. Fig.1 illustrates the common architecture of such
systems, which are provided by a number of car makers and service providers in some
countries, e.g., General Motors OnStarTM, Peugeot- Citrons (PSA) Appel dUrgence,
WirelessCar or Connexis. These systems trigger an emergency call upon the detection of
an accident by the car sensors or by manual interaction of the user, i.e., the so-called
SOS button. This call includes speech and information about the vehicle and its
geographical position, and may include data about the passengers

Chapter 2
LITERATURE REVIEW
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 eCall is seen as a priority safety system in Europe by the EU Commission mainly
because of the great potential to reduce the number of road fatalities, which is a major
societal problem in Europe. A Public Safety Answering Point (PSAP), sometimes called
"Public Safety Access Point", is a call centre responsible for answering calls to an
emergency telephone number for police, fire fighting and ambulance services (112 and
locally derived numbers).
Imagine you had a serious accident and no one saw it or even worse: no one is there.
What do you do if you are injured or trapped in the vehicle on a lightly travelled country
road and need help? Then this technology will help you and save your life. In the event of
an accident, these systems immediately transmit an emergency call to the local rescue
service either manually or no manually (on its own). The communication says not only
that something has happened but also how serious the accident is and gives the location
of the vehicle involved in the accident.

Chapter 3
eCALL

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 eCall is a European initiative intended to bring rapid assistance to motorists involved in
a collision anywhere in the European Union. The idea for such a technology was first
presented in the context of the German youth science competition Jugend forscht in 2001.
The eCall initiative aims to deploy a device installed in all vehicles that will
automatically dial 112 in the event of a serious road accident, and wirelessly send airbag
deployment and impact sensor information, as well as GPS coordinates to local
emergency agencies. eCall builds on E112. The European Commission is aiming to have
a fully functional eCall service to be in place throughout the EU by 2015. According to
some estimates, eCall could speed emergency response times by 40 percent in urban
areas and by 50 percent in rural areas.
Many companies are involved with telematics technology to use in different aspects of
eCall including in-vehicle systems, wireless data delivery, and public safety answering
point systems. Standardization of communication protocols and human language issues
are some of the obstacles. Prototypes have been successfully tested with GPRS and in-
band signalling over cellular networks. At the same time proprietary eCall solutions that
rely on SMS exist already today from car makers such as BMW, PSA and Volvo Cars.
Once in active deployment, other telematic services such as route advisories and traffic
information are expected to explode.
The project is also supported by the European Automobile Manufacturers Association
(ACEA), an interest group of European car, bus, and truck manufacturers, and ERTICO.
Many of the stakeholder companies involved with telematics technology have
membership in ERTICO or ACEA.

Fig 3.1: ecall process

3.1 NEED TO REDUCE THE ACCIDENT RESPONSE TIME

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 Over 1,00,000 die in Indian road accidents in a year. India has the
worlds highest number of road accident deaths, and it is steadily climbing
every year. The World Road Statistics 2011, which provides the data for
the year 2011 in respect of India, indicates that the number of persons
killed per lakh of population in India is 8.08 .The number of deaths due to
road accident is estimated at more than a lakh (1, 01,439) during the year
2006 as compared to the figure of 94,968 deaths for the year 2005. In
these accidents many occur at highway, Most of the fatalities occur soon
after the accident. Statistics says that 30 percent of deaths occur within
minutes of the crash. Fifty percent occur before the victim arrives at a
hospital. Fully 70 deaths occur within two hours of a crash. Reducing
medical response time to one minute would translate into saving
approximately 30,000 lives per year. It also reduces severity of survivors'
injuries, shortening their recovery time and decreasing their medical
costs.

3.2 HARDWARES REQUIRED

Tri-axial accelerometer: A sensor measures acceleration and deceleration
forces in all three planes to determine the force of a crash.
Seat weight sensors: Determine which seats are occupied.
Safety belt sensors: Determine which safety belts are buckled.
Air bag sensors: Determine which air bags, if any, were deployed and at
what force.
GPS receiver: Determines direction of travel and the vehicle's precise
location.
CMOS camera: Located in the dome light, it captures a single image of the
vehicle interior after a crash incident.
Flash memory: Records the 200 ms duration of the crash pulse, including
50 ms of pre-crash data.
On-board microprocessor: Compiles data to compute an accurate portrayal
of the incident.
Onboard communications: Data is transmitted to the vehicle owner's
cellular phone through a short range communications system that uses a

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 radio transceiver built into tiny microchips. It allows a high transfer rate of
secure data, even in noisy environments, with low power consumption.
Cellular phone: Automatically calls emergency rescue authorities and
transmits vital crash data via cellular modem.
Power supply: An independent source assures that all components of the
Rescue Car system can function if the vehicle's main battery is damaged in
the crash.

3.3 ELEMENTS IN eCALL

3.3.1 PSAP (PUBLIC SERVICE ACCESS POINT)
A public-safety answering point (PSAP), sometimes called "public-safety access point",
is a call centre responsible for answering calls to an emergency telephone number for
police, fire fighting, and ambulance services. Trained telephone operators are also usually
responsible for dispatching these emergency services. Most PSAPs are now capable of
caller location for landline calls, and many can handle mobile phone locations as well
(sometimes referred to as phase II location), where the mobile phone company has a
handset location system. Some can also use voice broadcasting, where outgoing voice
mail can be sent to many phone numbers at once, in order to alert people to a local
emergency such as a chemical spill.

Fig3.3.1: Main elements of the PSAP detail

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3.3.2 MDS (MINIMUM DATA SET)
The MSD provides the following information:

GPS Position
Direction of travel
Number of triggers of the call
Colour, make, model of the vehicle
Indicates which sensors are triggered: airbag, roll-over, front crash, side
crash or rear crash sensor (at least two should be activated)
Time stamp of the event
How severe
vehicle identification number

3.3.3 EMERGENCY CALL NUMBER E112

112 is the common emergency telephone number that can be dialed free of charge from
any telephone or any mobile phone in order to reach emergency services (Ambulances,
Fire & Rescue Service and the Police) in the European Union (EU), its candidates for
accession, members of the EEA agreement, as well as several other countries in the
world.
112 is managed and financed in the European Union by each Member State (country)
which also decide on the organization of the emergency call centers. The International
Telecommunications Union recommends that member states that are selecting a primary
or secondary emergency number choose either 911, 112 or both.[1] 112 is one of two
numbers (the other being the region's own emergency number) that can be dialed on most
GSM phones even if the phone is locked. [2] The GSM mobile phone standard designates
112 as an emergency number, so it will work on GSM phones even in North America
where GSM systems redirect emergency calls to 911, or Australia where emergency calls
are redirected to 000.

Chapter 4
PRINCIPLE

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 Actually it works either with the human intervention or even without it. By pushing a
button in the car, the call to the emergency centre can also be made manually. In either
case, be it made manually or automatically, there will also always be a voice connection
between the vehicle and the rescue centre in addition to the data link. Thus, further details
on the accident can be given if anybody in the car is capable of speaking and answering
questions. In the event of an accident, the on-board e-Call device transmits an emergency
call to the most appropriate public service answering point (PSAP) along with certain
vehicle-related data (notably the vehicle's precise location). The emergency call can be
triggered either manually by the occupants of the vehicle or automatically, in the event of
a serious accident. . The message sent within the emergency call contains a minimum
data set (MDS): location, speed, driving direction, vehicle type, cargo type and a vehicle
terminal identifier. The terminal can send a larger set of data via mobile data connection
(e.g. GPRS) to a service centre, which is able to reroute the full data set (FDS) to the
PSAP.

Fig4.1: principle
Chapter 5
WORKING

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 When in the event of an accident a car senses a major impact, its e-Call device
automatically calls the nearest emergency centre (Public Safety Answering Point
PSAP). For the calls to work all over the European Union, the single European
emergency number 112 is used. The car transmits a so-called minimum set of data. The
exact geographic location of the crashed car is part of the set. The fact that the rescue
services immediately get the accurate location data drastically cuts their response time:
the ambulance, to pick an example, will be on the spot much quicker. By pushing a
button in the car, the call to the emergency centre can also be made manually. In either
case, be it made manually or automatically, there will also always be a voice connection
between the vehicle and the rescue centre in addition to the data link. Thus, further details
on the accident can be given if anybody in the car is capable of speaking and answering
questions. The message sent within the emergency call contains a minimum data set
(MDS): location, speed, driving direction, vehicle type, cargo type and a vehicle terminal
identifier. The terminal can send a larger set of data via mobile data connection (e.g.
GPRS) to a service centre, which is able to reroute the full data set (FDS) to the PSAP.

Fig5.1: working process

Chapter 6
ARCHITECTURE AND STANDARDIZATION OF eCALL

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 The eCall architecture uses the GSM cellular network to communicate between the
vehicle in incident and the Public Service Answering Point (PSAP). The future eCall
service will use the single pan-European emergency call number E112 to ensure that
eCall has full roaming capabilities in Europe. Fig. a depicts the elements of the eCall
architecture defined by the eCall Driving Group: the vehicle, the network and the PSAP,
and shows the flow of voice and data calls established between the vehicle and the PSAP
in case of an emergency. The standardization activities related to the technical solution
for the implementation of the architecture in Fig. a cover two main issues: the transport
protocol by which the Minimum Set of Data (MSD) will be sent via the cellular network
to the PSAP, and the content and format of the MSD. The European Telecommunications
Standards Institute (ETSI) is in charge of developing supporting standards for eCall.

Fig6.1: Architecture of the eCall service

6.1. eCALL IVS

The eCall IVS function is to:

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 Collect data from the vehicle network and from vehicle sensors, and maintain an
up-to-date GPS fix of the vehicles location.
Automatically detect a crash based on car-sensor information
Call a PSAP automatically when a crash is detected, or when the driver presses a
dedicated eCall button.

Each call has 2 main parts:

Establish voice contact between the cars occupant and a PSAP operator to
provide assistance to the driver.
Transmit a Minimum Set of Data (MSD) to the PSAP, including the current GPS
position
and direction the car was heading.

Fig6.1.1: Architecture of an eCall IVS

Figure depicts the architecture of an eCall IVS. Its functional blocks are:
Emergency Call Function: This is the eCall application. It gathers vehicle information
through the CAN bus or other sensors and geo-location information from the GPS
function. In case of a crash, it sends an emergency message to the PSAP through the
GSM/GPRS function.

GPS: The GPS function is responsible for gathering information from GPS satellites and
processing this information to accurately compute the vehicles geo-location

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GSM/GPRS: The GSM/GPRS function is responsible for establishing and maintaining a
GSM call to the PSAP so that the crash information can be sent and a voice connection
established between the car occupants and an operator.

In-band Modem: Among a few technologies to send data to the PSAP (SMS, GPRS or in
band modem), the most likely to be used is the in-band modem. This technology uses the
voice channel; typically a special processing unit in the audio path encodes/decodes
messages.

6.2 IMPLEMENTATION

This section focuses on an eCall-compliant, portable implementation of an automatic

emergency service. Fig. illustrates this implementation.

Fig6.2.1: Experimental implementation of the proposed emergency call system

6.2.1 CRASH SENSOR

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 An accelerometer was chosen as the crash sensor because it is a low-cost solution
capable of detecting frontal, lateral and roll-over crashes. At present, acceleration sensors
are used to interpret the severity of front and rear impacts by assessing four-wheeled
vehicle speed. Typically, such vehicles also use pressure sensors to react to side impacts
by monitoring changes in air pressure in vehicle body cavities, as well as other in-car
sensors. Newly developed sound sensors, such as the Crash Impact Sound Sensor (CISS),
which detect vibrations in materials and judge the amount of deformation being
experienced, were also interesting candidates but were not chosen because they need to
be mounted to a vehicle's chassis. Note that in our system, the crash sensor must be
located in a suitable place in the vehicle, e.g., at the front in a car, below the seat in a
motorbike or in the helmet for two wheeled vehicles.

Fig6.2.2: Axes of the crash sensor and crash types under study

6.2.2 eCALL BOX

The eCall box is a communications-enabled device, where the communications

technologies shall encompass at least GSM and may include Short-Range
Communications (SRC) if the crash sensor is physically separated from the eCall box
hosting the proposed emergency call service. This service is a piece of software that can
be installed in any kind of box, that is, an aftermarket device connectable or not to the
vehicles network (CAN) and/or on-board computer; a portable device (PDA, laptop); or
a mobile phone and communicates with the crash sensor through a wired or wireless link.
This scheme is especially useful for two-wheeled vehicles and

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Second-hand cars, which have no in-built emergency system and are out the scope of the
future European eCall standard. Our emergency call service consists of three processes:
the detection of the accident, the composition of the MSD and the transmission of the
MSD over a cellular (GSM) radio link.

Fig6.2.3: Implementation of the crash sensor and eCall box on a motorbike

6.3 DESIGN CONSIDERATIONS FOR AN IVS

Several considerations are presented regarding the design of an in-vehicle system. In
particular:
Cost Reduction: Because the eCall IVS will be present in every new car, including economy as
well as luxury models, cost reduction will have a high priority.
GSM/GPS Reception Sensitivity: The eCall IVS shall provide sensitive and reliable reception
since it will be in a protected location inside the car and may need to use an embedded antenna.
Low Power Consumption: The eCall IVS shall have low power consumption, especially in
standby, to avoid draining battery power when the car is immobile for a long time.
Easy Software Integration: Software components from NAD module suppliers, manufacturers,
Tier I suppliers and third party software companies shall be easy to integrate.
Real-Time Capabilities: The eCall IVS gathers vehicle information through the vehicles CAN
(Controller Area Network), which may require responding to interrupts with a low latency.
Over-the-air device management: Because the eCall platform will probably host new applications
in the future, secure software downloads and patching shall be easily possible via air.

Chapter 7
TYPES OF SENDING MDS

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7.1 DTMF MESSAGING
DTMF (Dual Tone Multi Frequency) is a technology used for delivering short
messages from a telephone to a receiving service or a mobile services
switching centre. DTMF is used in various telephony services (Dial 1 if you
wish to contact help desk, please type in your PIN code). DTMF is delivered
in signalling channel from a GSM-terminal to a mobile services switching
centre, thus making it extremely reliable messaging within a GSM network.
DTMF is already implemented and available in all GSM networks and thus
does not require new standardization or technology. It is also supported in all
current fixed-line networks. This makes using DTMF for e-Call cost-efficient
and quick to implement EU-wide.

7.2 UUS-MESSAGING
An ISDN value-added service UUS (User to user signalling) enables a two-
directional limited length message (UUI) delivery from a terminal to another
during call setup and voice call. UUS is standardized for both digital fixed
networks and GSM. UUS service has not been implemented in all EU member
states though most terminal devices and network equipment have built-in
support for it. The main reasons have been the lack of commercial need and
fear of fraudulent use. The current GSM standards for emergency call setup
message do not include a UUI field, so implementing UUS for e-Call requires
altering current GSM standards.
Implementation requires telecom operators investing in telecommunications
network infrastructure.

7.3 USSD-MESSAGING
USSD (Unstructured Supplementary Service Data) is used for delivering
short messages from the mobile terminal to mobile network servers. It is only
in mobile networks. Using USSD in MDS messaging would require defining a
new server in the mobile network to handle the messages and route them via
fixed network to the PSAP. Standardization of the service would be required

xxiii
before USSD could be used in implementing e-Call. Investments in the
network would also be required. It will take several years.

Fig 7.1: Procedure of sending MDS

Table 7.1: An overview of characteristics of each technology

MDS-message should contain only the essential data required by the PSAP to locate the
vehicle and efficiently manage the emergency response. Direct, real-time message (MSD)
PSAP operator receiving the 112 voice call including Time of incident ,Exact location
including direction of driving Vehicle identification e-Call qualifier giving the severity
of the incident (currently automatic/manual) Identification of service provider. Also this

xxiv
type of e-call also has options such as voice call, sms as alarming mediums. As both of
them are used predominantly now-a-days, their respective advantages are given below
Voice call as an Alarm Medium: The advantage of an accident message via voice call
is that its not necessary to have a SIM-Card installed for emergency call to the
emergency number. Originating from the current technical structure of the emergency
centres a system would be required, which initiates a voice call to emergency number and
advises the coordinates of the accident using a voice processor. A web database with
connection to a map server would enable the emergency centre clarify the identity of the
owner as well as the cars position. But on the other hand, if a voice call, an accident with
a significant physical damage of the car,could be guaranteed. In addition to that, a system
like that will be unsuitable for other services like theft tracking, breakdown serve, etc.
SMS as an Alarm Medium: For transmitting a SMS-Message its necessary to have
SIM-Card installed. As a consequence the provider has to be refunded by a basic fee or
other ways of revenue. The advantage of SMS is that you need less GSM reception than
for a voice call. Furthermore it is rather ensured, that the alarm can be sent, in
consideration of damaging of the vehicle caused by an accident. In addition this way of
transmitting enables the integration of external operation centers at this stage.

Fig 7.2: Reliability of voice call vs SMS/Email

xxv
Thus the figure shows that in both the ways the efficiency of communication is almost
same, so we can go for any of them regarding our requirements. The e-Call-system is
designed so that additional data will be sent through the service centre in FDS-message.
Chapter 8
STEPS INVOLVED IN DETECTION OF ACCIDENT

8.1 PRE-CERTIFICATION
By making this mandatory for all vehicles and certifying them with specific codes it
will be much easier to detect the identity of affected persons and in informing the news to
their family members.
It is applicable if the following terminal interface specifications are made mandatory
i. Antennas, external sensors, vehicle bus
ii. Vehicle installation matrix
8.2 APPLICATION TESTS
The following tests are made in the real time to estimate the occurrence,intensity of the
accident and details regarding it.These tests are related sensors that are attached to safety
apparatus of a vehicle.They detect the impact and estimate the severity of the accident.
i. Manual initialization of the e-Call function doesnt depend on any sensors but will be
invoked by the persons in vehicle.
ii. Automatic initialization of the e-Call function happens in relation of occurring of any
of the tests mentioned below:
a. Airbag detection
b. Rear impact detection
c. Side impact detection
d. Frontal impact detection
e. Rollover detection
f. Temperature rise (fire) detection
8.3 ENVIRONMENTAL TESTS
Also the automatic initialization of e-call will happen also in case of detection of any
of the following conditions:
a. High ambient temperature

xxvi
b. Low ambient temperature
c. Loss of external power source
d. Impact and vibration resistance
Chapter 9
ADVANTAGES

eCall will make a large contribution by reducing the number of fatalities and mitigating
the severity of injuries. As mentioned earlier the primary task of this system will be to
save the lives of people from accidental deaths. its advantages are given below
1. Studies show that the emergency response time could be reduced by about 50% in rural
areas and 40% in urban areas.
2. It is estimated that the e-Call system could save up to 2 500 lives a year in the EU and,
in particular, could significantly reduce the severity of the injuries sustained in 15% of
cases.
3. Studies show that the reduction of response time has pattern of
40%-in urban areas
50%- in rural areas
4. Also the gps tracker in the vehicle helps to find the location of the car when it is stolen,
thus it helps to find about missing vehicles also.
5. The system will also ensure a corresponding reduction in the number of traffic jams
attributable
Once the system comes into use there could be many more direct or indirect advantages.

xxvii
 Chapter 10
CONCLUSIONS AND FUTURE WORKS

There by we conclude that this e-call technology is highly efficient and is going to play
a predominant role in future emergency service system. But in practical perception the
government must take the responsibility of implementing this technology and take all the
measures to make the best use of this e-call and we can handle one of the serious concern
of todays leap in the number of accidental deaths. The day is not far when each and
every car or vehicle is equipped with the e-call devices and the passengers and drivers
can be assured of a healthy drive and a pleasant ride.
Another conclusion is that if there should be a Pan-European eCall system, the vehicle
manufactures or the network providers cant develop this themselves. It is very important
to include the public authorities in this matter and the public body for this has to be the
EU. Only here can a solution be pushed across all EU Member States.
On June 19th, the European Parliaments Committees on the Internal Market (IMCO) and
Transport (TRAN) adopted a resolution that all new cars sold after 2015 should be fitted
with eCall devices. This resolution underlines the Parliaments priority for eCall
deployment and urges the European Commission to finalize outstanding legislation so as
to meet the planned
2015 launch.

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 REFERENCES

o https:// eSafetySuport.org
o http://www.ecall.fi/indexe.html
o http://www.prevent-ip.org/
o http://ec.europa.eu/information_society/programmes/esafety/index_en.htm
o www.escope.info
o http://en.wikipedia.org/wiki/ECall
o www.esafetysupport.org/download/ecall_toolbox.org
o http://www.heero-pilot.eu/view/en/ecall.html
o http://www.cinterion.com/m2m-world/explore.html?v=ecall
o www.eena.org/ressource/static/files/ecall_qualcomm
o http://europa.eu/legislation_summaries/information_society/other_policies/si0014
_en.htm
o http://www.icarsupport.eu/ecall/ecall-standardisation/

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