RECENT TRENDS IN AUTOMOBILE

A Seminar Report

Submitted by

Sachin Chouhan
In partial fulfilment for the award of the degree
Of
BACHELOR OF TECHNOLOGY
IN

MECHANICAL ENGINEERING

At

JIET GROUP OF INSTITUTIONS

JODHPUR INSTITUTE OF ENGINEERING AND TECHNOLOGY
NH-62, NEW PALI ROAD, MOGRA
JODHPUR

SESSION 2021-2022

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 CERTIFICATE

This is to certify that seminar titled “ RECENT TRENDS IN

AUTOMOBILE ” being submitted by Sachin Chouhan of B.Tech. final
year, Roll No. 18EJIME037 in partial fulfilment for the award of degree
of Bachelor of Technology in Mechanical Engineering, at JIET,
Jodhpur affiliated with BTU, Bikaner as a record of students own work
carried out by him under guidance of the undersigned.
He has not submitted the matter embodied in the seminar in this form for
the award of any other degree.

Prof. (Dr.) Deepak Mehra Mr. Mohd Jawed Iqbal

External Examiner_________________________
Internal Examiner__________________________
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 ACKNOWLEDGMENT

It gives me a great sense of pleasure to present the report of the B. Tech Seminar undertaken during
B.Tech. Final Year. I owe special debt of gratitude to Prof. (Dr.) Deepak Mehra (H.O.D,Mentor,
Mechanical Engineering) who gave me this great opportunity to increase my technical knowledge with
providing all the required resources for the successful completion my seminar.

Also Mr. Mohd. Jawed Iqbal (H.O.D,Adminstration), for his constant support and guidance throughout
the course of our work. His sincerity, thoroughness and perseverance have been a constant source of
inspiration for me. It is only his cognizant efforts that our endeavors have seen light of the day.

I would like to thank our seminar coordinator Asst. Prof. Vikas Dave for providing me the critical views
on the seminar topic.

I also do not like to miss the opportunity to acknowledge the contribution of all faculty members of the
department for their kind assistance and cooperation during the development of our seminar. Last but not
the least, I acknowledge my friends for their contribution in the completion of the seminar.

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 TABLE OF CONTENTS

CHAPTER TITLE PAGE

NO. NO.
ACKNOWLEDGEMENT
III
CERTIFICATE IV

ACKNOWLEGEMENT V

ABSTRACT 7
INTRODUCTION 8

PURPOSE, GOALS OF SELF DRIVING CARS 9

& POTENTIAL ADVANTAGES
CLASSIFICATION OF AUTOMATED 11
SYSTEMS
PROGRAMMED TO INTERPRET COMMON 13

ROAD SIGNS AND REAL LIFE ROAD BEHAVIOUR

AUTOMOBILES, FUEL AND CO2 IN A LONGER 14

TERM PERSPECTIVE
DRIVING FORCES 16
CHANGING THE TRENDS 18
TRENDS IN AC DRIVE APPLICATIONS 20
IMPROVE ENGINE 21
FUTURE OF AUTOMATION 23

REFERENCES 25

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LIST OF FIGURES:

Serial Title Page

Number No.
1 CAR CRASHES GRAPH 4

2 AUTOTEILE BERNDT 11

3 CAR SENSORS 12

4 SELF STEERING SENSORS 13

5 15
LIDAR

6 18
ENGINE FIGURE

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 ABSTRACT

Cars have become increasingly safe and convenient since the rise of the commercial automobile industry
in late 1980s. Recently car makers have begun to introduce advance driver-assistance systems such as
adaptive cruise control (which automates accelerating and braking) and active lane assist (which
automates steering). Researches in autonomous cars has progressed remarkably over the years and it has
been found that these systems are capable enough that the new vehicles can drive themselves in slow-
moving highway traffic. In 2010, four driverless vans traveled from Italy to China.

In August of 2012, Google announced that its self-driving cars had completed over 300,000 miles of
accident-free autonomous driving. The Electric Automobile company, Tesla Motors came up with its first
autonomous car Tesla Model X. Although self-driving cars may still seem like science fiction, many auto
suppliers, and carmakers project that fully autonomous cars will be available before 2020. This report
begins by describing the landscape and key players in the self-driving car market. Current capabilities as
well as limitations and opportunities of key enabling technologies are reviewed, along with a discussion
on the impact of such advances on society and the environment. This report also reviews legal and
regulatory uncertainties. Finally, predictions about changes in the car-industry are made.
This report begins by describing the landscape and key players in the self-driving car market. Current
capabilities as well as limitations and opportunities of key enabling

FIG. - 1 ( Car Crashes Graph )

technologies are reviewed, along with a discussion on the impact of such advances on society and the
environment. This report also reviews legal and regulatory uncertainties. Finally, predictions about
changes in the car-industry are made.

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 INTRODUCTION

A driverless car is an autonomous vehicle that can drive itself from one point to another without assistance
from a driver.
● An autonomous vehicle is fundamentally defined as a passenger vehicle.
● An autonomous vehicle is also referred to as an autopilot,driverless car, auto-drive car, or automated
guided vehicle (AGV).

FIG. - 2 ( Autoteile Berndt )

FIG. -3 ( Car Sensors )

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 Purpose, Goals of Self Driving Cars & Potential Advantages:-

● More efficient, balanced and safer transportation system .

● To eliminate traffic accidents caused by human errors.

● To eliminate traffic congestion and have smart parking solutions. This will lead to increase the fuel
efficiency and reduce carbon emission and time wasted in traffic jams and for finding parking areas.
● Reduce the space of parking and making it available for other infrastructure development.

● Increase roadways capacity as well as increase the speed limit.

● Autonomous vehicles could alleviate or completely solve these serious problems.

● Main advantages are for the automobile companies who are trying to monetize their autonomous vehicle
industries.
● Electronics and Software companies also have equal advantage opportunities by providing their
technologies and systems embedded.

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Classification of Automated Systems :-

A classification system based on six different levels (ranging from none to fully automated systems) was
published in 2014 by SAE International, an automotive standardisation body, as Taxonomy and
Definitions for Terms Related to On-Road Motor Vehicle Automated Driving Systems. This classification
system is based on the amount of driver intervention and attentiveness required, rather than the vehicle
capabilities, although these are very closely related.

The types are:

1. Level 0: Automated system has no vehicle control, but may issue warnings.

2. Level 1: Driver must be ready to take control at any time. Automated system may include
features such as Adaptive Cruise Control (ACC), Parking Assistance with automated steering, and Lane
Keeping Assistance (LKA) Type II in any combination.

3. Level 2: The driver is obliged to detect objects and events and respond if the automated system
fails to respond properly. The automated system executes accelerating, braking, and steering.

4. Level 3: Within known, limited environments (such as freeways), the driver can safely turn their
attention away from driving tasks, but must still be prepared to take control when needed.

5. Level 4: The automated system can control the vehicle in all but a few environments such as
severe weather. The driver must enable the automated system only when it is safe to do so.

6. Level 5: Other than setting the destination and starting the system, no human intervention is
required. The automatic system can drive to any location where it is legal to drive and make its own
decisions.

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 Implementations & Technology

● SENSORS

❖ SELF STEERING: steering systems that use camera that watch road markings and radar and laser sensors
that track other objects.

FIG. -4 ( Self Steering Sensors )

❖ LIDAR: Optical remote sensing technology to measure distance to target by illuminating with light.

FIG. - 5 ( LIDAR )

❖ GPS: Space based satellite navigation system that provides time and location information anywhere.

❖ DGPS: Enhancement to GPS to improve location accuracy to 10 cm.

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❖ DIGITAL MAPS: Process by which a collection of data is compiled and formatted into a virtual image.

❖ BUMPER MOUNTED RADAR: 4 radars mounted on the car’s front and rear bumpers enable the car to
be aware of vehicles in front of it and behind it and to keep passengers and other motorists safe by
avoiding bumps and crash.

❖ ULTRASONIC SENSORS ON REAR WHEEL: An ultrasonic sensor on one of the rear wheels helps
keep track of the movements of the car and will alert the car about the obstacles in the rear.

❖ DEVICES WITHIN THE CAR: Inside the car are altimeters, gyroscopes, and tachymeters that determine
the very precise position of the car.

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 PROGRAMMED TO INTERPRET COMMON ROAD SIGNS AND REAL LIFE
ROAD BEHAVIOUR:

The software has been programmed to rightly interpret common road behavior and motorist signs. Several
such programs fed into the car’s CPU will work simultaneously, helping the car make safe and intelligent
decisions on busy roads.

❖ MICROPHONE: Can detect sirens of approaching emergency vehicles.

❖ Camera is basically the system's eyes.

❖ They are superior to read signs, detect traffic, pedestrians,lane markings and anything else that might be in

front of the vehicle.

❖ Being the vision system it not only detects the obstacle but also detects what the obstacle is.

❖ Processor is controlled basically by Driver Px2 system.

❖ This system will feature two Parker processors as well as two of Nvidia latest graphical processing units

(GPUs) called Pascal.

❖ Drive PX 2 delivers 24 trillion deep learning operations per second. Deep learning, a branch of machine

learning, will enable the car to figure out the world around it — like, for example, if that’s a dog or police

car with its siren on. ❖ GPUs have caught on in AI, in part, because of their ability to do “parallel

computing,” a technique that involves multiple calculations happening simultaneously.

❖ Computers that process sensor data in real-time can vastly improve how autonomous cars make decisions

on the road, whether that involves slowing down ahead of traffic jams or slamming on the brakes when a
person steps into the road.

❖ In the near term, BlueBox could be tested to enhance advanced driver-assisted systems that alert drivers in

dangerous situations, like automatic braking and blind-spot warnings.

❖ BlueBox incorporates “the embedded intelligence and machine learning required for complete situational

assessments, supporting advanced classification tasks, object detection, localization, mapping and vehicle
driving decisions.”

❖ BlueBox is already being tested with four of the five largest automobile companies in the world.

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AUTOMOBILES, FUEL AND CO2 IN A LONGER TERM PERSPECTIVE:-

Energy used and travel for transport purpose in wealthy countries is dominated by automobiles.while fuel
economy improvement and some slowing of the risein ownership and use of automobile has lower the
growth fuel use , these vehicles are account roufly for 9% of total energy used in oecd countries. Their
share in total energy use in developing countries is smaller, but rising rapidly (2). Since most all fuel is
from oil products or natural gas, automobiles also account for a significant amount of global release of
carbon dioxide, the main greenhouse gas associated with climate change. Hence the automobile and its
energy use is a central focus of energy and environmental authorities in almost every country.

This paper focuses on automobile fuel economy, defined as fuel use per traveled of automobiles and
household light trucks. By paying some attention to car ownership and use, as well as new
vehicle characteristics like weight, power, and fuel, policy makers gain of understanding of what is
causing total fuel use to rise, and what components of that rise might be changing towards restraint of fuel
use.

This work updates a series of papers by Schipper and co-workers. Schipper et al. (3,4) set out some of the
difficulties facing development of data and subsequent analysis of the components of automobile fuel use,
particularly in countries like the United States, where actual fuel use is not surveyed and vehicle usage
only inferred from infrequent travel surveys.

ON ROAD FUEL ECONOMY – APPROACH:-

We have updated the figures for on-road fuel economy from previous work. While the national data
sources are similar those used previously (see Appendix), those from France, UK, and Japan have more
details and expanded coverage than previously. As we shall argue, understanding on-road fuel economy
(and consequent CO2 emissions) is critical for both interpreting how changing fuel prices and other
conditions have changed vehicle use and vehicle purchases, and for estimating the impacts of future
policies and technologies Whatever the tested or hoped-for fuel economy and emissions were, the
atmosphere sees the real emissions.

National authorities have three approaches to estimating fuel economy and vehicle usage. The most
accurate fields surveys of thousands of drivers to record annual fuel use and annual vehicles
(Australia, Canada, France, Netherlands until 1998, the US in the early 1980s). Some countries survey
partsof this couplet, Sweden for vehicle use for example. As a variant, it is possible to derive annual
vehicle use from national travel surveys if these represent all seasons and days of the week. It is also

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possible to estimate fuel use from household budget surveys if respondents also supply average prices of
fuel they paid. These approaches are bottom-up.

RESULTS FOR ON ROAD FUEL ECONOMY:-

shows on-road fuel economy for six countries: US, Japan, UK, France, Germany, and Italy, with
Germany representing “western” Germany before 1995 and all Germany from 1991, leaving four
overlapping years. Diesel and LPG are included at gasoline equivalents defined above.

NEW CAR FUEL ECONOMY:-

New car fuel economy, as measured by tests and weighted by sales, is an important indicator of how on-
road fuel economy will behave as the fleet is renewed. But a cautionary note is important. Ref. (5) and
references therein have emphasized the enormous uncertainties in interpreting sales-weighted test
values of vehicles. While such indicators are extremely important in determining the overall impact of
technology and
consumer choice, they are very difficult to translate into on-road values that can be matched
derived from bottom –up surveys or top-down analysis applied to the entire stock. Ref. (18) and other
US
EPA sources make some estimates of the approximate translation of CAFÉ test values of each model
year EPA sources make some estimates of the approximate translation of CAFÉ test values of each
model year into on-road that are remarkably realistic. For the 1996-2005 period,
for example, (18) estimated on road MPG of the combined new car and light truck sales at 21.3+-
0.2 MPG, remarkably close to the estimate that as not fluctuated very much. Were the “real values” for
these cars that would be measured bysurveys much different, the on road estimates would not have been
so flat.

New vehicle sales-weighted fuel economy gasoline equivalents for each year shown, using each
country/region’s testing procedures, from each country’s official publications.

With this in mind, Figure 2 shows US, Japan, and a number of European Country averages for new
vehicle fuel economy. For the US, the EPA light truck average is counted with cars, using 80% of the
light truck sales as indicative of how many should be averaged with cars sold to give a combined value.
Japanese values are chained from the 15mode (and earlier 10mode) tests reported by ( 21).
European values are given as weighted averages provided by EU (22) and before then the European
Automakers Association (ACEA) as tabulated by the European Council of Ministers of Transport (S.
Perkins, ECMT/OECD, priv., comm. Figure 3 then shows these values indexed to their 1995
values, the year from which EU authorities tabulated figures to gauge the progress of their voluntary

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agreement on lower CO2 emissions/fuel economy. Indexing eliminates misleading comparisons of
countries with different test procedures. As noted abovediesel is counted at its energy equivalent,
which gives somewhat different values for France, Italy .

Long term trends in new car sales-weighted fuel economy indexed to 1995. Source: Official national
sources, EU

What is clear from either portrayal is that there have been three periods—the 1970s and early 1980s which
saw a dramatic decline in new vehicle fuel intensity in the US and (from 1975/6, when data are
available), more modest but still substantial declines in Japan and EU. In the mid 1980s to mid 1990s,
EU new vehicle fuel intensities were stagnant while those in Japan and the US rose as SUVs in the US and
larger cars in Japan became increasingly more important. After 1995, values in Japan and EU headed
down again presumably as voluntary agreements came under discussion, while the US average fluctuated.
While the E values through 2005, approximately 165 gm/km of CO2 in absolute terms, fall short of a path
to the ultimate goal (140 gm/km) the improvements are still in stark contrast to developments in the US,
where, ironically, the relative changes in fuel prices from higher crude prices have been much larger
because so little of the price is taxation.

IMPACT OF DIESELS – AMBIGUOUS:-

Shifting from gasoline to diesel should save fuel and reduce CO2 emissions as well, goes the
Brussels. In theory diesels are much more efficient, as matched pair analysis in Schipper et al 2002
showed.
But the same analysis questioned the ultimate role of shifting to diesel if the goal is less fuel use or carbon
emissions than otherwise.
The analysis of data in the 2002 study was reviewed briefly and the same important surprises still hold.
Recall that when account is taken of the greater energy density of diesel and the greater CO2 released per
unit of energy in diesel fuel, diesel fuel economy values have to be increased by 12% in energy terms or
18% in CO2 terms before they can be compared with gasoline. This step cuts the apparent advantage
.

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THE RACE FOR WEIGHT, POWER, AND SPEED:-

Throughout this report we have avoided using the term “efficiency” for the indicators we have presented.
The reason is clear – real fuel efficiency, if expressed as energy required to move a given mass a given
distanceor the energy required to provide a given level of power to an engine, or to extract a given
amount of power from a given volume has risen markedly in the US and Europe. In simple terms,
these efficiency improvements have more or less countered increased weight and power (as well
as extras) in overwhelmed them in one period in Japan, but only taken back part of the improvements in
true efficiency in Europe.

New car engine power (diesel and gasoline averaged)

new vehicle weight, Figure 5 power in the US and selected European countries over time (7,17). The
European countries bracket the averages for years where all countries’ data are available. Swedes buy
the largest cars, Italians the smallest in Europe. These figures have been creeping up in both the US and
Europe. In Japan, however, an indicator of a possible trend break trend is the percentage of mini-cars in
overall new car purchases, up from the teens in the 1980s, the 20s in the 1990s, and the 30s after 2000
(21). This represents a break in trends, motivated as much by the lack of space for parking and narrow
streets .

Fuel consumption to power ratio for new cars

When we divide fuel economy by weight or by power, we obtain indicators of “efficiency” in the
narrow sense The first reveals a big drop in fuel use required to move a vehicle. Since power to weight
ratios increases in the US and Europe, this means acceleration and top speed have both increased. That is,
the lower fuel-use to weight ratio signals greater efficiency, not declining performance,
power/weight is up in all countries. The lower fuel use to power ratio says the engine itself is more
efficient, providing potentially more power for a given average fuel consumption. In short efficiency
has fed power .

DRIVING FORCES:-

The foregoing suggests that short of a low-carbon fuel that can be produce at a level of 20 million barrels
per day for IEA countries, serious oil saving or reduction in GHG emissions – say bringing automobiles
back to their 1990 levels of emissions or fuel use --- cannot occur without both reductions in vehicle use
and an end to the upward spiral of weight and power. What could drive this change?

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CHANGING THE TRENDS:-

Johansson and Schipper’s (8) findings suggest economic forces – fuel prices – are a important determinant
fuel use for cars. In the US, at least, the reaction to higher prices has been small (26,20). Yet
comparing both new vehicle fuel economy and changes in the stock among the US, EU and Japan since
2000 show that improvements in the later two but not in the first. This occurred even though the relative
price changes in the US were larger since the price of crude and refining represents a much larger
share to consumers than US were larger since the price of crude and refining represents a much
larger share to consumers than Japan and Europe, where taxes are 2-3 times higher. From this
comparison it is difficult not to conclude that the Voluntary agreements in both regions affected new
vehicle fuel economy.
The issue remains: what will change the car buying preferences of Americans? In 2005 and 2006 the share
of SUVs in the total number of light duty vehicles sold fell slightly, but average weight, engine size and
horsepower of the combined fleet still increased and the stalemate of technology and car
remained. In the EU, by contrast, efficiency factors improved more than car power or weight (EU
2006 leading to a real improvement in both new vehicle and fleet, on-road fuel intensity. In Japan the
arrest increased car power and size and technology together led to fuel economy improvements.

TRENDS IN AC DRIVE APPLICATIONS :-

AC drives were traditionally first applied in process industries, such as cement, plastic, textile,etc. With
development of various vector control methods, AC drives started also to replace DC drives in
industries requiring high precision of speed control and good dynamic performance, such as machine
tools, robotics, metal rollin g, paper mill finishing lines, etc. These are all applications which must have
adjustable speed, by Induction motors are predominantly used, although at power below 10 KW, PM
motors have been preferred in servo applications.

That application has had spectacular growth over the last 20 years. For example, overthat period, one
manufacturer has approximately halved the time period for sale of each subsequent However, because AC
drive penetration into these applications is almost 100%, (adjustable speed drives are provided to all
applications where thespeed has to be regulated), the future growth in this application segment is
expected to essentially.

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FIG. - 6 ( Engine Figure )

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 Improve engine efficiency

• The modern gasoline engine is nearing its peak efficiency, only small gains can be made by enhanced
combustion and variable camshaft timing.
• The diesel cycle engine may once again take over as the engine of choice.
• A small turbodiesel / electric hybrid with a CVT and regenerative braking provides the most benefit, 40%
to 80% gain.
• Rolling resistance
• Changing to tall and thin tires for reduced rolling resistance can add another 2 to 4% gain.
• Mounted to Carbonfiber and magnesium wheels for low weight, another 2% gain.
• Reducing vehicle load
• The passive use of electronics provide multiple benefits:
• Flat body panels can be constructed of photovoltaic materials to recharge the batteries and provide
electricity to load devices.
• This can provide up to 5 to 10% gain.
• Electronics can also be used for:
• Brakes
• Steering
• Temperature control (heat pump)
• Engine support (coolant circulation

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 Vehicle Selection:-

1. Choose the appropriate vehicle for the task.

2. One passenger in a large sedan for a short commute is inefficient.
3. 5 passengers in a small sedan for a long commute is also inefficient.
4. The smaller vehicle will work harder to maintain road speeds and traffic conditions.
5. Case: 1997 Chevy Malibu with 5 occupants, Austin to Dallas, 16 mpg loaded, 30 mpg with driver only
6. Case: 1999 Ford Crown Victoria with 5 occupants, Austin to Dallas, 17 mpg loaded, 19 mpg with driver
only.

Lastly:-
1. What about the 100 mpg car?
2. To obtain 100 mpg in a modern auto, we need the following improvements:
3. Improve aerodynamics (wind resistance increases to the square of the speed)
4. Reduce weight
5. Improve engine efficiency
6. Reduce rolling resistance
7. Dramatically increase the use of vehicle electronics

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 FUTURE OF AUTOMATION – TRENDS, PREDICTIONS

The Future of Industrial Automation – Because of the relatively small production volumes and huge
varieties of applications, industrial automation typically utilizes new technologies developed in other
markets. Automation companies tend to customize products for specific applications and requirements. So
the innovation comes from targeted applications, rather than any hot, new technology.

The Future of Automation – Advances in computer and automated systems technology have impacted the
entire manufacturing enterprise. CASA/SME developed and uses the Manufacturing Enterprise Wheel as
a framework for understanding the different elements and relationships of the manufacturing enterprise.
Examples of automation technology can easily be found that impact each area of the wheel, including
Customer Relationship Management (CRM), Workflow Management, and Knowledge-Based Design, to
name a few.

Avoid Disasters for Automation’s Future: Could this Happen to You? – Past analysis has attributed so
many aircraft accidents to human error. Yet at a closer look, we could trace quite a few back to design
issues. The Airbus philosophy was to give the computer final authority when there was a discrepancy with
the pilot. Although there could be a good reason for this, we aren’t at the point where we can build
software to account for every possible condition. Trusting software above human intelligence and
flexibility may be a mistake. At least three other Airbus accidents resulted in hundreds of deaths due to
similar computer-versus-pilot control issues.
Are all operating parameters documented and accounted for in your design? Might the safety requirements
differ during different plant operating phases, such as start-up, operation, maintenance, and shutdown?
Have you considered and reviewed factors like these during your hazard analyses? Make sure you account
for the impact of spurious sensor signals in the rest of the system design and operations

Future Automation Flat Screen Lifts – The Future Automation Inverted Plasma lift allows a plasma screen
to be stored in a ceiling. Press the remote control and the plasma will drop in to view. The mechanism also
opens a trap door in the ceiling before lowering the plasma. A matching piece of ceiling above the plasma
then fills the opening in the top of the cabinet when the plasma is down

A Model for Types and Levels of Human Interaction with Automation – Here you find the outline of a
model for types and levels of automation that provides a framework and an objective basis for deciding
which system functions should be automated and to what extent. Appropriate selection is important
because automation does not merely supplant but changes human activity and can impose new

21
coordination demands on the human operator. We propose that automation can be applied to four broad
classes of functions:

1) information acquisition; 2) information analysis; 3) decision and action selection; and 4) action
implementation The Hottest Trends in Automation & Technology – Automation and technology systems
are exerting more influence on the way businesses run. And as automated systems and technologies get
more ubiquitous and powerful, they are also becoming more invisible, with many imbedded intelligent
devices undetectable to passersby.CAD/CAM software is improving its process planning capabilities,
which “involves finding the right tool to do the right job

Modern Trends in Industrial Automation, Process Control and Robotics– Globalization, growing
Technology and their development increasingly influence Automation in industry. And, it plays an
important role in the global economy and in our daily lives. The most effective and visible part of modern
Industrial automation is the industrial robotics. Fully automated process control Robots have contributed
greatly to improve the productivity of virtually all manufacturing industries throughout the world. And,
almost all the process monitoring systems installed as a part of plant or production process are basically
Digital Control Systems DCS connected by digital networks.

Future Trends in Process Automation – The importance of automation in the process industries has
increased dramatically in recent years. In the highly industrialized countries, process automation serves to
enhance product quality, master the whole range of products, improve process safety and plant
availability, and efficiently utilize resources and lower emissions. In the rapidly developing countries,
mass production is the main motivation for applying process automation. The greatest demand for process
automation is in the chemical industry, power generating industry, and petrochemical industry; the fastest
growing demand for hardware, standard software and services of process automation is in the
pharmaceutical industry. The importance of automation technology continues to increase in the process
industries.

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 References

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[3.] Fuchs, E. Nijman, H.H. Priebsch, editors, “Automotive NVH Technology,” Springer International
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Austenite for the Automotive Industry,” Archives of Civil and Mechanical Engineering, 12(3):334-341,
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Automotive Applications,” MRS Bulletin, 40(12):1045-1054, 2015.
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45% Weight Savings Analysis: Technical Cost Modeling for Vehicle Lightweighting,” Idaho National
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