`
`AUT©M©TIVE
`ELECTR©MCS§
`
`THE FUTURE ?
`
`Here's a look at where
`
`electronics usage will
`beheadflddun
`
`ing the next
`decade.
`
`
`
`I t has been apparent for some time
`
`tronics will account for 15 percent of
`
`that electronics is playing a rapidly
`expanding role in automotive design,
`manufacture. and function.
`In addi-
`tion to the sophisticated CAD / CAM (or
`CIM] equipment used to design and
`manufacture a vehicle, automotive
`
`the cost of the automobile by the mid-
`19905 and 20 percent by the year
`2000.
`Powertrajn electronics will con-
`tinue to become more cost-effective
`and more “robust” as the tradeoffs
`
`I
`
`designers must contend with the
`
`demand for computer-based service
`diagnostic centers. improved environ-
`mental controls. safety, and perform-
`ance.
`All of these factors have mandated a
`myriad of in-vehicle electronics. In-
`
`deed, some experts predict that elec-
`
`between horsepower, fuel economy.
`
`k
`and loweremissions intensifies. Use
`I
`of electronic anti-lock braking. trac-
`i
`tion control. air bag and passenger
`restraint systems. and suspension ,
`and steering control systems will in— ‘
`crease as consumers demand im-
`i
`
`proved safety and “feel” for the road.
`
`
`
`i lI E
`
`Kinetic Technologies,
`
`Inc.
`
`Exhibit 1005
`
`Page 1
`
`26
`
`Automotive Engineering. August 1989
`
`
`
`
`

`

`1. Automatic transmission
`control
`2. Ignition control
`3. Carburelion control
`4. Fuel iniection control
`5. Exhaust emission control
`6. Power-steering control
`7. Fuel pump driver
`8. Fuel pump control
`9. Overall engine and fuel
`consumption control
`10. Voltage regulation
`11. Voice warning and
`recognition
`12. Time control
`13. Trip control
`14. Lighting control
`15. Electronic navigationftrip
`computer
`16. Turn signals
`17. Windshield wiperfwasher
`18. Fuel meter
`19. Clock
`20. Speedometer
`21. Tachometer
`22. Digitally tuned radio
`23. Car radio and car stereo
`24. Coolant temperature meter
`25. Safety and maltunction
`monitoring'system
`26. Air-bag activating system
`27. Vehicle collision prevention
`system
`28. Anti-skid control system
`29. Auto door-lock control
`system
`3D. Seat-belt control system
`31. Automatic suspension
`control system
`32. Air conditioning control
`system
`33. Optical fiber wiring system
`
`
`
`Volume 97. Number 3
`
`27
`
`
`
`
`
`
`
`

`

`more sophisticated passenger com-
`partment electronics will evolve and
`become more common as comfort
`
`and convenience options become
`more affordable (see Fig. l].
`Multiplexing. or
`in-vehicle net-
`works. will be required to intercon-
`nect many of these electronic subsys—
`tems as automakers try to reduce
`costs. improve reliability and serv-
`iceability. and increase system cili-
`ciency.
`it is not clear yet which sys-
`tems will be interconnected. What is
`clear is that the semiconductor in-
`
`dustry must provide the capability to
`assist in the implementation with
`more cost-effective transistors for
`
`components.
`These transistors will yield higher-
`performance. more highly integrated
`controllers and processors for auto-
`motive applications. denser
`and
`more unique nonvolatile memories.
`and specialized communication de-
`vices for in—vehicle networks.
`
`Power-train applications lead
`technological demands
`
`The most demanding application
`
`
`
`Cam
`
`se
`for
`been [.
`time) 1
`phlstii
`
`the or
`need
`
`
`Application
`
`Electronic
`Trans-
`mission
`
`ABS
`
`Traction
`
`Multi-
`Cellular Alrfiags Active
`Suspension
`plexing Phones
`
`l ; Delphi V study
`Fig.
`reveals future trends in
`automotive electronics
`features for North-Americans
`made passenger cars.
`
`in addition. many sophisticated
`“adaptive” control systems such as
`those found in anti-lock brakes and
`
`injection. will require reliable.
`fuel
`real—time diagnostic monitoring for
`functional verification.
`Likewise.
`
`Control
`among
`
`Flash Memory
`
`Today we see advanced electronics
`used in engine management. elec-
`tronic transmission and anti—skid
`
`braking systems. shock damping.
`four-wheel steering, climate and
`cruise control. infrared door lock-
`
`ing. air bags. and service diagnostic
`computers.
`The 1990‘s will bring power-
`trains with continuously variable
`transmissions.
`traction control.
`
`and ultimately fully active suspen—
`sion and sophisticated information
`systems such as navigation. colli-
`sion avoidance. and “head-up" dis-
`plays.
`These applications all utilize
`various memory technologies.
`Static RAM handles the need for a
`
`data manipulation “scratchpad.”
`The density requirement is often
`small enough to be integrated onto
`the CPU. Most of the external
`
`memory. on the other hand. pro—
`vides nonvolatile code storage. The
`
`growth in code density in the auto-
`motive world drives large. off-chip
`memory needs. Also. increasing
`controller complexity translates to
`larger CPU die size and even more
`memory usage: functionality off-
`sets integration gained from ad-
`vances
`in semiconductor pho-
`tolithography. Thus. the nonvola-
`tile memory remains off-chip. The
`designer. in turn. can choose the
`code memory type which best suits
`the application needs.
`Next-generation control mod-
`ules will not only need field—repro-
`grammable memories. but very
`dense memories as well. New auto-
`
`motive memory density targets are
`64 kbyte and 128 kbyte (one—mega-
`bit). While 128 kbyte EPROMs have
`been shipped for automotive appli-
`cations for some time. they are not
`electrically erasable.
`EEPROMS,
`on the other hand. are electrically
`erasable and have just recently
`
`reached the 32 kbyte density in
`automotive versions. and as such.
`
`fall short of emerging needs.
`Flash is the newest nonvolatile
`
`Intel's
`memory technology.
`ETOXFM [EPROM tunnel oxide]
`flash memory technology is based
`on the company‘s EPROM process
`and is comprised of a single—tran-
`sistor cell. As such. it provides high
`device density. reliabilty. manufac-
`turability, plus electrical erasure.
`in
`contrast.
`conventional
`
`EEPROMs are typically two to three
`times larger than EPROMs or flash
`because their memory cells are
`made up of two or more transistors.
`The result is that flash adds the
`
`critical in—system electrical altera-
`bility of EEPROM with the storage
`capacity and reliability of EPROMS.
`Today. where EPROMs provide
`flexibility in the factory and allow
`manufacturers
`to differentiate
`
`engine control options
`
`Page 3
`
`Automotive Engineering. August 1989
`
`
`
`Volu
`
`
`
`

`

`
`
`II
`, 9-HI
`
`pu.
`
`1.
`
`Cam pick up
`
`
`34
`82
`83
`85
`86
`87
`88
`89
`90
`91
`92
`93
`94
`95
`96
`97
`98
`
`
`
`1.2a
` 720°
`
`100 teem ' tooth
`
`Missing tooth means TDC #1
`
`nic subsys.
`
`' t0 I'Cduh
`
`' and 's_
`;
`
`iystem etB'
`
`which sys '
`
`3d. What :1
`
`ldllCtOI‘ m'
`.
`
`apability :I,
`
`
`
`
`,
`i
`OFFSET
`DURATION
`:ation wi
`'
`sisters f0
`
`Iniection ! Ignition
`
`
`
`ield higher-
`r integrate - 3.
`
`rs for auto ';
`
`and__
`enser
`
`Imer‘norles '5
`_jIr semiconductor
`technology has
`devices escalates. An order of magni-
`l1cat10n dei
`-.
`,
`.
`.
`.
`
`rk
`I en {and will likely remain for some
`tude 5 performance Increase can be
`
`:I I e} powertrain control. As more so—
`5'
`expected in the 19905 versus today's
`
`s lead
`1;- sticated “adaptive" control algOv
`production engine controllers. Sub—
`
`: thins are developed which optimize
`one-micron geometries will produce
`
`‘- e engine combustion process, the
`these new higher-performance de-
`
`appllcatio
`Ina-d for higher performance silicon
`vices at costs comparable to today's.
`
`
`Fig. 2 — Camshaft signal pickup to
`the ECU is shown over 720“ of
`crankshaft rotation together with
`s ark and in'ection out ut si nals
`P
`J
`P
`g
`based on cam—input signal.
`
`Interrupt Processor and
`Set - up Fall Time
`
`
`
`
`
`
`
`
`1 I
`
` .I duct line offerings, flash mem- maintenance service. Emission
`of the assembly line. Flash—based
`systems can immediately use this
`Serialstzcfir
`I: offers flexibility beyond the as» measurements might be taken,
`
`
`
`
`
`-
`_ mbly line. In fact. flash memory
`eedS.
`‘
`then custom—tailored code revi— same capability for field service.
`
`
`
`a viable alternative for many of
`nonvolatile
`sions could be developed by a host Rapid factory reprogramming also
`
`
`
`Intel's:
`.ue automotive EPROMS in use
`computer.
`enhances testing and quality.
`
`
`‘
`.
`mel oxide}
`Code modification is a
`This host would have the same
`Future implementations of flash
`
`gy is based
`"
`erful and virtually essential ca-
`capabilities as standard EPROM will further exploit the technology’s
`
`)M process-
`I-billty for post-sales service. The
`programming equipment. Simply
`capabilities. Simple circuits can
`
`
`.
`iingle—tran-
`ber of parameters requiring
`plugging this machine into the handle the need for special repro-
`
`
`
`_dlvidual byte manipulation in microcomputer permits flash re-
`ovides high
`gramming voltages, a1] fromafixed
`
`.‘"..
`,‘ manufac-
`time, while the vehicle is in
`programming. Removing the pro— programming power Supply. The
`
`,. I ration.
`a1 erasure.
`is often quite small.
`gramming voltage source gives
`local microprocessor, rather than
`
`[Ventional'
`_- cordingly,
`byte-alterable
`absolute insurance against code
`an external EPROM programmer,
`
`
`L PROMs have been employed in
`two to three
`disruption. All system modifica-
`can administer the flash repro-
`
`
`fume cases where that functional-
`Ms or flash
`tion is done ina controlled, factory-
`gramming. This opens two ave-
`‘
`is not really needed. Flash al— authorized environment.
`7 cells are
`nues: 1) the ability to update code
`
`
`.
`‘ more cost-effective employ-
`:ransistors.
`Present manufacturing tech-
`from a serial communication link,
`
`
`h adds the -
`I nt of EEPROM, concentrating it niques lay the foundation for flash.
`and 2) the ability for the vehicle to
`
`
`jcal altera— .
`ere it is truly needed.
`Compact, surface-mount packag— routinely update itself. This see-
`
`the storage
`P in addition,
`today's electronic
`ing is accelerating a trend toward
`ond area is becoming increasingly
`
`
`Indules are quite capable of repro- programming EPROMs
`)fEPROMs.
`“on-
`important as environmental regu-
`
`.. ming themselves, given that
`Ms provide
`board." On-board programming
`latory agencies will likely require
`
`
`r and allow,
`1"5'3’
`incorporate flash memory.
`allows full module assembly with
`altera‘ole code to accommodate the
`
`
`
`‘5. first automotive microcompu-
`noncoded memories streamlining performance changes that occur
`ifferentiate'
`
`yrs to employ flash memory will
`factory output since coding can be within an engine as it wears.
`
`ns among
`l} ely receive new code during done "just in time," i.e., at the end
`
`
`
`
`“191‘“ 1939
`
`-- alum: 97. Number 3
`
`P age 4
`
`29
`
`
`
`.
`
`n.‘
`
`surf:
`
`:i
`
`m I
`
`I
`
`,IIHi
`"i
`
`,?lr.
`
`

`

`2
`
`3
`
`4
`
`5
`
`Each edge Increments a
`counter used for an
`index Into RAM Array
`
`3rd Cam edge creates
`values for
`Cyllnderl4
`+!OFFSET I=
`
`Fig. 3 - Automatic Input
`and output engine control
`signals use OFFSET and
`DURATION registers to allow
`maximum pulse-placement
`flexibility and reduce
`processor overhead.
`
`30
`
`Input/Output critical to
`system performance
`
`Increases in computational speed
`must be coupled with an equal im(cid:173)
`provement in the microcontroller's
`input/output performance. Many
`microcontrollers used in powertrain
`control applications today have imple(cid:173)
`mented a method to detect when ris(cid:173)
`ing or falling edges occur on an input
`line. This is typically referred to as
`winput capture" and records the "real
`time" (in processor units) when an
`edge is detected {see Fig. 2).
`From this information the automo(cid:173)
`tive engineer programming the micro(cid:173)
`controller can determine engine speed
`or position in degrees. Usually, reso(cid:173)
`lution errors occur in the process due
`to the microcontroller's inability to
`detect an edge accurately.
`wlnput capture" determines the
`point in time when a crankshaft sen(cid:173)
`sor edge is detected. Based on this in(cid:173)
`formation, an output signal is gener(cid:173)
`ated to drive the fuel injectors or spark
`plug coil(s) . Figure 2 shows how an
`output signal is generated from a cam
`sensor signal. Outputs are typically
`based on one timer I counter and are
`not based on both the crankshaft po(cid:173)
`sition and the microcontroller's inter(cid:173)
`nal "real time," causing the edge place(cid:173)
`ment resolution errors.
`New microcontrollers with automo(cid:173)
`tive application-specific 1/0 will be
`available shortly to alleviate these
`problems. With the input signals
`
`'
`
`programmed toincrementanintemal
`counter automatically, these control(cid:173)
`lers will be able to keep track of the
`current tooth (engine position in
`degrees (one tooth= 7.2 degrees). The
`same input signal will be captured in
`order to translate engine position (in
`increments of 7.2 degrees) informa(cid:173)
`tion into its processor's wreal time"
`terms. This will allow easy processor
`access and calculations for output
`signals. Output signals may be pro(cid:173)
`grammed to be "automatic." Loca(cid:173)
`tions in RAM will be used to contain
`both OFFSET and DURATION values
`(from the engine position in wreal(cid:173)
`time" units). This will allow maxi(cid:173)
`mum pulse-placement flexibility with
`little or no processor overhead.
`When the OFFSET value is equal to
`zero, the rising-edge placement needs
`to occur within one microsecond. If
`every rising edge of the cam signal is
`"time stamped" into a RAM location
`and indexed via the edge number for
`easy access. an array of 100 numbers
`can be generated (one for each cam
`rising edge). The array pointer will be
`reset when the wmissing tooth" is
`found .
`This table of"real-time" values will
`be useful for generating output sig(cid:173)
`nals. OFFSET and DURATION values
`will b e added to these numbers and
`placed in their respective control reg(cid:173)
`isters. Figure 3 illustrates such a
`task.
`Decentralized control still
`important
`
`Even with improvements in proc(cid:173)
`essing performance, decentralization
`of powertrain electronics seems to be
`a trend due to cost and size con(cid:173)
`straints, environmental factors. as
`well as diagnosability and servicea(cid:173)
`bility. These distributed systems may
`perform transmission control. dis(cid:173)
`tributorless
`ignition control.
`fuel
`control, throttle control, and various
`other auxiliary engine control func(cid:173)
`tions (Figure 4).
`Distributed systems will require
`more highly integrated single-chip
`microcontrollers to meet perform(cid:173)
`ance, space, and cost requirements.
`Many new electronic systems will
`have increased subsystem capability
`while mechanical parts are reduced.
`Distributors are a good example of
`
`Automotive Engineering. August 1989
`
`

`

`
`
`
`
`
`this. With further decreases in the
`
`Analog Inputs
`
`Instrument
`Control
`
`Engine Sensors
`-coolant temp.
`-MAP
`-bat'tery volt.
`-barometric
`pressure
`-air mass
`sensor
`
`INPUTS
`
`Crankshaft
`Sensor toothed
`wheel with
`
`magnetic sensor
`
`rpm into.
`digital
`
`IGNITION
`CONTROL
`UNIT
`
`B7C51 GB
`
`II.
`
`FUEL
`CONTROL
`UNIT
`
`87C51GB
`
`(Catalytic Converter)
`
`Ignition Coils
`(one per
`cylinder)
`
`—_——
`
`—
`
`high-speed
`pulse slgnals
`
`high-speed
`pulse
`feedback
`
`OUTPUTS
`
`cylinder) high-speed
`
`Injection
`Driver
`Modules
`(one per
`
`pulse
`signals
`
`THROTTLE
`CONTROL
`
`throttle bypass
`(idle control)
`
`throttle position
`
`Pulse Width
`Mod u lated
`Signal
`
`Digital
`Signal
`(Ftich or Lean)
`
`EGR valve
`position
`
`Exhaust Gas
`Recirculaion
`
`Exhaust Gas Sensor
`
`: ABS
`5 CONTROL
`5 UNIT
`-,
`
`VEHICLE
`
`Fig. 4 — Typical engine
`control system shows the
`distributed nature of engine
`control function.
`
`degrees to microseconds: table look:
`up and interpolation itself requires
`only 150 microseconds.
`Once the ignition point and dwell
`time have been calculated, pulses
`must be sent to each pair of ignition
`coils or to individual coils. Ten PCA
`
`channels on the 80C5 1GB support up
`to eight cylinders with individual
`coils. The channels are divided into
`
`two sets of five, with each set associ-
`ated with its own hardware timer.
`
`Each channel has a compare / capture
`register and an output pin.
`Fuel injection is another good ap-
`plication example where distributed
`processing can make sense. Injection
`control is similar to ignition control
`because the outputs are pulses and
`the duration of the outputs are calcu-
`lated from a look-up table. As in
`
`:hwo
`
`CDFDECDHUU!
`
`HI.—
`
`cost of single chip microcontrollers for
`a given level of performance, new dis-
`tributed systems like distributorless
`ignition may become commonplace.
`
`Application example:
`distributorless ignition
`
`affordable
`
`Let‘s take a look at how a single-
`chip. 8-bit microcontroller can be
`used in a distributorless ignition sys-
`tem.
`
`.
`
`All distributorless ignition systems
`employ some type of toothed or slotted
`wheel attached to a crankshaft or
`camshaft. These wheels are used to
`: ‘calculate engine speed and to deter-
`mine engine position. The teeth are
`spaced at regular intervals or ar-
`ranged in patterns. The mechanical
`to electrical conversion is made by a
`Hall—effect sensor with additional sig—
`' nal conditioning to generate a square
`wave output.
`The microcontroller
`measures the square wave period,
`and in most applications, counts the
`number of pulses.
`One way of measuring the square
`wave period is with a 16-bit hardware
`By using a
`timer in capture mode.
`timer in capture mode to measure
`engine speed,
`the microcontroller’s
`- dedicated high—speed input/ output
`channels are free for other tasks.
`In
`
`.
`
`the negative
`this configuration. at
`transition of the square wave pulse,
`the current value of the 16-bit timer is
`
`captured into a dedicated register.
`There is no software interrupt associ-
`ated with this timer value if it is exe-
`cuted in hardware.
`Some microcontrollers such as In-
`
`flexible high
`tel’s SOCSIGB, offer
`speed l/O. These 1/0 come in the
`tom of two five-channel program—
`mable counter arrays [PCA].
`PCA
`channels may be used in capture
`mode. like the timer. for measuring
`the pulse period. One of their primary
`advantages is that they can be trig-
`gered on either the negative or positive
`edge.
`It is possible to perform relatively
`simple table "look-ups" and interpola-
`tion [16 x 16 data points]. Total access
`time is approximately 1.3 millisec-
`onds [at 12 MHz], permitting one read
`per revolution of the crankshaft. The
`majority of this time is spent perform-
`ing division operations to convert
`
`Volume 97. Number 8
`
`

`

`
`
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`“1.04
`H7083IMAC
`
`GAE
`
`Circle 121
`
`the 80C5 lGB's
`ignition control.
`PCAS are used in high—speed output
`mode to generate pulses.
`
`Other considerations
`
`
`
`It is not enough to have speed or
`the right features on a chip. Further
`consideration must be given to ver-
`satility and adaptability. Any well-
`designed powertrain control system
`gives ample consideration to a migra-
`tion path toward more demanding
`levels of performance. The microcom-
`troller architecture should be imple—
`mented such that increases in per-
`formance can be achieved over time
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`without significant redesign.
`Unique memory technology is also .
`key to system versatility and adapta-
`
`bility. EPROM. flash EPROM. and
`
`
`onetime-programmable capability
`
`offers system code change flexibility
`
`at every step in the manufacturing
`
`process of the powertrain control
`module. This reduces costs, simpli-
`fies design, and reduces inventory.
`Another consideration is tempera-
`ture range. It is certainly importan
`
`to have components that operate
`
`over the full automotive temperature
`
`range [40" to +125°C ambient).
`In
`
`fact. many automotive designers
`
`need entire modules to operate over
`
`If modules.
`this temperature range.
`
`need to operate at +125°C. semicona
`
`ductor vendors must look for ways to-
`
`provide components which operate
`reliably at even higher temperatures.
`
`
`
`Automotive solutions
`
`These are but a few of the consid-
`
`erations automotive designers are
`faced with when making component-
`level decisions. Semiconductor ven-
`
`dors are beginning to provide appli-
`cation-specific standard product so-
`lutions. such as high-speed 1/0. in-
`vehicle networking. and one-time
`programmable memories. What is
`clear is that the semiconductor in-
`
`dustry must address each of them in
`order to provide automotive design-
`ers with cost-effective system solu-
`tions.
`
`aL_—_
`
`This article submitted to AE by Steve McIntyre Sn. chhnl-
`cal Marketing EngineerAutomotivc Division. Intel Corp. Full
`Phatl. Strategic Marketing Manager Automotive Division.
`Intel C0111. Steve Thomas. Technical Marketing Engineer
`Automotive Division. Intel Corp.
`
`7
`
`Automotive Engineering. August 1989
`
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