AUTOMOTIVE
`ELECTRONICS
`HANDBOOK
`
`1
`
`UNIFIED 1005
`
`1
`
`UNIFIED 1005
`
`

`

`Related McGraw-Hill Booksof Interest
`
`Handbooks
`
`Avallone and Baumeister * MARK’S STANDARD HANDBOOK FOR MECHANICAL ENGINEERS
`Benson * AUDIO ENGINEERING HANDBOOK
`
`Brady * MATERIALS HANDBOOK
`Chen + COMPUTER ENGINEERING HANDBOOK
`Considine * PROCESS/INDUSTRIAL INSTRUMENTS AND CONTROL HANDBOOK
`Coombs * PRINTED CIRCUITS HANDBOOK
`Coombs * ELECTRONIC INSTRUMENT HANDBOOK
`Di Giacomo + DIGITAL BUS HANDBOOK
`Fink and Beaty * STANDARD HANDBOOK FOR ELECTRICAL ENGINEERS
`Fink and Christiansen * ELECTRONICS ENGINEERS’ HANDBOOK
`Ganic + MCGRAW-HILL HANDBOOK OF ESSENTIAL ENGINEERING INFORMATION
`
`Harper * ELECTRONIC PACKAGING AND INTERCONNECTION HANDBOOK
`Harper and Sampson + ELECTRONIC MATERIALS AND PROCESSES HANDBOOK
`Hicks + STANDARD HANDBOOK OF ENGINEERING CALCULATIONS
`Hodson + MAYNARD’S INDUSTRIAL ENGINEERING HANDBOOK
`Johnson * ANTENNA ENGINEERING HANDBOOK
`
`Juran and Gryna * }URAN’S QUALITY CONTROL HANDBOOK
`Kaufman and Seidman * HANDBOOK OF ELECTRONICS CALCULATIONS
`Lenk * MCGRAW-HILL ELECTRONIC TESTING HANDBOOK
`Lenk + LENK’S DIGITAL HANDBOOK
`Mason * SWITCH ENGINEERING HANDBOOK
`Schwartz * COMPOSITE MATERIALS HANDBOOK
`Townsend * DUDLEY’S GEAR HANDBOOK
`Tuma * ENGINEERING MATHEMATICS HANDBOOK
`
`Waynant * ELECTRO-OPTICS HANDBOOK
`Woodson * HUMAN FACTORS DESIGN HANDBOOK
`
`Other
`
`Boswell * SUBCONTRACTING ELECTRONICS
`Gieck * ENGINEERING FORMULAS
`
`Ginsberg * PRINTED CIRCUIT BOARD DESIGN
`Johnson + 180 9000
`
`Lenk * MCGRAW-HILL CIRCUIT ENCYCLOPEDIA AND TROUBLESHOOTING GUIDE,
`VOLS. 1 AND 2
`
`Lubben + JUST-IN-TIME MANUFACTURING
`Markus and Sclater « MCGRAW-HILL ELECTRONICS DICTIONARY
`
`Saylor * TQM FIELD MANUAL
`Soin * TOTAL QUALITY CONTROL ESSENTIALS
`Whitaker * ELECTRONIC DISPLAYS
`
`Young * ROARK’S FORMULAS FOR STRESS AND STRAIN
`
`To order or to receive additional information on these or any other
`McGraw-Hill titles, please call 1-800-822-8158 in the United States.
`In other countries, please contact your local McGraw-Hill office.
`
`BCI4BCZ
`
`2
`
`

`

`AUTOMOTIVE
`ELECTRONICS
`HANDBOOK
`
`Ronald K. Jurgen editorin chief
`
`McGraw-Hill, Inc.
`New York SanFrancisco Washington,D.C. Auckland Bogota
`Caracas Lisbon London Madrid Mexico City Milan
`Montreal New Delhi SanJuan Singapore
`Sydney Tokyo Toronto
`
`3
`
`

`

`Library of Congress Cataloging-in-Publication Data
`
`Automotive electronics handbook / Ronald Jurgen, editorin chief.
`.
`cm.
`Includes index.
`ISBN 0-07-033189-8
`1. Automobiles—Electronic equipment.
`TL272.5.A982
`1994
`629.25'49—de
`
`I. Jurgen, Ronald K.
`
`94-39724
`CIP
`
`Copyright © 1995 by McGraw-Hill, Inc. All rights reserved. Printed in the
`United States of America. Except as permitted under the United States
`Copyright Act of 1976, no partof this publication may be reproduced ordis-
`tributed in any form or by any means, or stored in a data base orretrieval
`system, without the prior written permission of the publisher.
`
`6789 10 FGRFGR 3998
`
`ISBN 0-07-033189-8
`
`The sponsoring editor for this book was Stephen S. Chapman, the editing
`supervisor was Virginia Carroll, and the production supervisor was
`Suzanne W. B. Rapcavage. It was set in Times Roman by North Market
`Street Graphics.
`
`McGraw-Hill books are available at special quantity discounts to use as pre-
`miums and sales promotions, or for use in corporate training programs. For
`more information, please write to the Director of Special Sales, McGraw-
`Hill, Inc., 11 West 19th Street, New York, NY 10011. Or contact your local
`bookstore.
`
`sought.
`
`Information containedin this work has been obtained by McGraw-
`Hill, Inc. from sources believed to be reliable. However, neither
`McGraw-Hill norits authors guarantee the accuracy or complete-
`ness of any information published herein, and neither MeGraw-
`Hill nor its authors shall be responsible for any errors, omissions,
`or damages arising out of use of this information. This work is
`published with the understanding that McGraw-Hill andits authors
`are supplying information, but are not attempting to render engi-
`neering or other professional services.
`If such services are
`required,the assistance of an appropriate professional should be
`
`This bookis printed on acid-free paper.
`
`4
`
`

`

`This bookis dedicated to Robert H. Lewis and to
`the memories of Douglas R. Jurgen and Marion
`Schappel.
`
`5
`
`

`

`6
`
`

`

`
`
`CONTENTS
`
`Contributors
`Preface
`xvii
`
`xv
`
`Part 1.
`
`Introduction
`
`Chapter 1. Introduction FAonald K. Jurgen
`
`1.1 The Dawn ofa NewEra / 1.3
`1.2 The Microcomputer Takes Center Stage / 1.4
`1.3 Looking to the Future / 1.5
`References / 1.6
`
`Part2 Sensors and Actuators
`
`Chapter 2. Pressure Sensors Randy Frank
`
`2.1 Automotive Pressure Measurements / 2.3
`2.2 Automotive Applications for Pressure Sensors / 2.5
`2.3 Technologies for Sensing Pressure / 2.15
`2.4 Future Pressure-Sensing Developments
`/ 2.23
`Glossary / 2.24
`Bibliography / 2.24
`
`Chapter 3. Linear and Angle Position Sensors Paul Nickson
`
`3.1 Introduction / 3./
`/ 3.]
`3.2 Classification of Sensors
`3.3 Position Sensor Technologies / 3.2
`3.4 Interfacing Sensors to Control Systems / 3.16
`Glossary / 3.17
`References / 3.17
`
`Chapter 4. Flow Sensors Robert E. Bicking
`
`4.1 Introduction / 4]
`4.2 Automotive Applications of Flow Sensors / 4.1
`4.3 Basic Classification of Flow Sensors / 4.3
`4.4 Applicable Flow Measurement Technologies / 4.4
`Glossary / 4.8
`Bibliography / 49
`
`vii
`
`7
`
`

`

`viii
`
`CONTENTS
`
`
`
`Chapter 5. Temperature, Heat, and Humidity Sensors Randy Frank 5.1
`
`5.1 Temperature, Heat, and Humidity / 5.7
`5.2 Automotive Temperature Measurements / 5.5
`5.3 Humidity Sensing and Vehicle Performance / 5.12
`5.4 Sensors for Temperature / 5.14
`5.5 Humidity Sensors / 5.21
`5.6 Conclusions / 5.22
`Glossary / 5.23
`Bibliography / 5.23
`
`Chapter 6. Exhaust Gas Sensors Hans-Martin Wiedenmann,
`
`Gerhard Hétzel, Harald Neumann, Johann Riegel, and Helmut Weyl 6.1
`
`6.1 Basic Concepts / 6.1
`6.2 Principles of Exhaust Gas Sensors for Lambda Control
`6.3 Technology of Ceramic Exhaust Gas Sensors / 6.1]
`6.4 Factors Affecting the Control Characteristics of Lambda =1 Sensors / 6.14
`6.5 Applications / 6.18
`6.6 Sensor Principles for Other Exhaust Gas Components / 6.20
`Bibliography / 6.22
`
`/ 6.5
`
`
`
`Chapter 7. Speed and Acceleration Sensors William C. Dunn 7.1
`
`7.1 Introduction / 7.1
`7.2. Speed-Sensing Devices / 7.2
`7.3, Automotive Applications for Speed Sensing / 7.6
`74 Acceleration Sensing Devices / 7.8
`7.5 Automotive Applications for Accelerometers / 7.18
`7.6 New Sensing Devices / 7.22
`7.7 Future Applications / 7.24
`7.8 Summary / 7.26
`Glossary / 7.27
`References / 7.28
`
`
`
`Chapter 8. Engine Knock Sensors William G. Wolber 8.1
`
`8&J
`8.1 Introduction /
`8.2 The Knock Phenomenon / 8.2
`8.3 Technologies for Sensing Knock / 84
`8.4 Summary /
`8&9
`Glossary / 89
`References / 89
`
`
`
`Chapter 9. Engine Torque Sensors William G. Wolber 9.1
`
`9.1 Introduction / 9.7
`9.2. Automotive Applications of Torque Measurement
`9.3 Direct Torque Sensors / 9.6
`9.4 Inferred Torque Measurement
`9.5 Summary / 9.13
`Glossary / 9.13
`References / 9.14
`
`/ 9.8
`
`/ 9.3
`
`8
`
`

`

`10.1
`Chapter 10. Actuators Klaus Miiller
`
`CONTENTS
`
`ix
`
`10.1 Preface / 101
`10.2 Types of Electromechanical Actuators / 10.2
`10.3 Automotive Actuators / 10.19
`10.4 Technology for Future Application / 10.27
`Acknowledgments / 10.30
`Glossary / 10.30
`Bibliography / 10.31
`
`Part 3 Control Systems
`
`11.3
`Chapter 11. Automotive Microcontrollers David S. Boehmer
`
`11.1 Microcontroller Architecture and Performance Characteristics / 11.3
`11.2 Memory / 11.24
`11.3 Low-Speed Input/Output Ports / 17.31
`11.4 High-Speed I/O Ports / 11.36
`11.5 Serial Communications /
`/1.4]
`11.6 Analog-to-Digital Converter
`/ 11.45
`11.7 Failsafe Methodologies / 11.49
`11.8 Future Trends / J/.5]
`Glossary / 11.54
`Bibliography / 11.55
`
`Chapter 12. Engine Control Gary C. Hirschlieb, Gottfried Schiller,
`12.1
`and Shari Stottler
`
`12.1 Objectives of Electronic Engine Control Systems / 12.]
`12.2 Spark Ignition Engines / 12.5
`12.3 Compression Ignition Engines / 12.32
`
`Chapter 13. Transmission Control Kurt Neuffer, Wolfgang Bullmer,
`and Werner Brehm
`13.1
`
`13.1 Introduction / 13.1]
`13.2 System Components / 13.2
`13.3 System Functions / 13.7
`13.4 Communications with Other Electronic Control Units / 13.17
`13.5 Optimization of the Drivetrain / 13.18
`13.6 Future Developments / 13.19
`Glossary / 13.20
`References / 13.20
`
`Chapter 14. Cruise Control Richard Valentine 14.1
`
`14.1 Cruise Control System / 14.1
`14.2 Microcontroller Requirements for Cruise Control
`14.3 Cruise Control Software / 14.4
`14.4 Cruise Control Design / 14.6
`14.5 Future Cruise Concepts / 14.7
`Glossary / 14.8
`Bibliography / 14.8
`
`/ 14.3
`
`9
`
`

`

`x
`
`CONTENTS
`
`
`
`Chapter 15. Braking Control 15.1 Jerry L. Cage
`
`
`
`J5./7
`15.1 Introduction /
`15.2 Vehicle Braking Fundamentals / 15.1
`15.3 Antilock Systems / 15.8
`15.4 Future Vehicle Braking Systems / 15.14
`Glossary / 15.15
`References / 15.16
`
`
`
`Chapter 16. Traction Control Armin Czinczel 16.1
`
`16.1 Introduction / J6.1
`16.2 Forces Affecting Wheel Traction: Fundamental Concepts / 16.3
`16.3 Controlled Variables / 16.5
`16.4 Control Modes / 16.6
`16.5 Traction Control Components / 16./1
`16.6 Applications on Heavy Commercial Vehicles / 16.13
`16.7 Future Trends / 16.14
`Glossary / 16.14
`Bibliography / 16.15
`
`
`
`Chapter 17. Suspension Control Akatsu Yohsuke 17.1
`
`17.1 Shock Absorber Control System / 17.1
`17.2 Hydropneumatic Suspension Control System / 17.4
`17.3 Electronic Leveling Control System / 17.5
`17.4 Active Suspension / 17.8
`17.5 Conclusion / 17.17
`Glossary / 17.18
`Nomenclature / 17.18
`Bibliography / 17.18
`
`
`
`Chapter 18. Steering Control Makoto Sato 18.1
`
`18.1 Variable-Assist Steering / 18.1
`18.2 Four-WheelSteering Systems (4WS)
`Glossary / 18.33
`References / 18.33
`
`/ 18.15
`
`Chapter 19. Lighting, Wipers, Air Conditioning/Heating
`
`Richard Valentine 19.1
`
`19.1 Lighting Controls / 19.7
`/ 19.9
`19.2 Windshield Wiper Control
`19.3 Air Conditioner/Heater Control
`/ 19.15
`19.4 Miscellaneous Load Control Reference / 19.20
`19.5 Future Load Control Concepts / 19.25
`Glossary / 19.26
`Bibliography / 19.27
`
`10
`
`10
`
`

`

`Part 4 Displays and Information Systems
`
`
`
`Chapter 20. Instrument Panel Displays Ronald K. Jurgen 20.3
`
`CONTENTS
`
`xi
`
`20.1 The Evolution to Electronic Displays / 20.3
`20.2 Vacuum Fluorescent Displays / 20.3
`20.3 Liquid Crystal Displays / 20.4
`20.4 Cathode-Ray Tube Displays / 20.6
`20.5 Head-up Displays / 20.6
`/ 20.8
`20.6 Electronic Analog Displays
`20.7 Reconfigurable Displays / 20.9
`References / 20.9
`
`
`
`Chapter 21. Trip Computers Ronald K. Jurgen 21.1
`
`21.1 Trip Computer Basics / 21.1
`21.2 Specific Trip Computer Designs / 21.2
`21.3 Conclusion / 21.4
`References / 21.6
`
`Chapter 22. On- and Off-Board Diagnostics Wolfgang Bremer,
`
`Frieder Heintz, and Robert Hugel 22.1
`
`22.1 Why Diagnostics? / 22.1
`22.2 On-Board Diagnostics / 22.6
`22.3 Off-Board Diagnostics / 22.7
`22.4 Legislation and Standardization / 22.8
`22.5 Future Diagnostic Concepts / 22.15
`Glossary / 22.18
`References / 22.19
`
`Part5 Safety, Convenience, Entertainment,
`and Other Systems
`
`
`
`Chapter 23. Passenger Safety and Convenience Bernhard K. Mattes 23.3
`
`23.1 Passenger Safety Systems / 23.3
`23.2 Passenger Convenience Systems / 23.1]
`Glossary / 23.13
`Bibliography / 23.13
`
`
`
`Chapter 24. Antitheft Systems Shinichi Kato 24.1
`
`24.1 Vehicle Theft Circumstances / 24.1
`24.2 Overview of Antitheft Regulations / 24.2
`24.3 A Basic Antitheft System / 24.3
`
`14
`
`11
`
`

`

`xii
`
`CONTENTS
`
`
`
`Chapter 25. Entertainment Products 25.1 Tom Chrapkiewicz
`
`
`
`25.1 Fundamentals of Audio Systems / 25.1
`25.2 A Brief History of Automotive Entertainment
`25.3 Contemporary Audio Systems / 25.5
`25.4 Future Trends / 25.12
`Glossary / 25.17
`References / 25.18
`
`/ 25.4
`
`
`
`Chapter 26. Multiplex Wiring Systems Fred Miesterfeld 26.1
`
`26.1 Vehicle Multiplexing / 26./
`26.2 Encoding Techniques / 26.9
`26.3 Protocols
`/ 26.23
`26.4 Summary and Conclusions / 26.53
`Glossary / 26.56
`References / 26.64
`
`Part 6 Electromagnetic Interference and Compatibility
`
`Chapter 27. Electromagnetic Standards and Interference
`
`James P Muccioli 27.3
`
`/ 27.3
`27.1 SAE Automotive EMC Standards
`27.2 IEEE Standards Related to EMC / 27.11
`27.3 The Electromagnetic Environment of an Automobile Electronic System / 27.13
`Bibliography / 27.18
`
`
`
`Chapter 28. Electromagnetic Compatibility James P Muccioli 28.1
`
`28.1 Noise Propagation Modes / 28.1
`28.2 Cabling / 282
`28.3 Components / 28.4
`/ 28.9
`28.4 Printed Circuit Board EMC Checklist
`28.5 Integrated Circuit Decoupling—A Key Automotive EMI Concern / 28.10
`28.6 IC Process Size Affects EMC / 28.14
`Bibliography / 2819
`
`Part 7 Emerging Technologies
`
`Chapter 29. Navigation Aids andIntelligent Vehicle-Highway Systems Robert L.
`
`French 29.3
`
`29.1 Background / 29.3
`29.2 Automobile Navigation Technologies / 29.4
`29.3 Examples of Navigation Systems
`/ 29.10
`29.4 Other [VHS Systems and Services / 29.15
`References / 29.18
`
`12
`
`12
`
`

`

`Chapter 30. Electric and Hybrid Vehicles George G. Karady, Tracy Blake,
`
`RaymondS. Hobbs, and Donald B. Karner 30.1
`
`CONTENTS
`
`xiii
`
`30.1 Introduction / 307
`30.2 System Description / 30.5
`30.3 Charger and Protection System / 30.6
`30.4 Motor Drive System / 30.8
`30.5 Battery / 30.17
`30.6 Vehicle Control and Auxiliary Systems
`30.7 Infrastructure / 30.2]
`30.8 Hybrid Vehicles / 30.23
`Glossary / 30.24
`References / 30.25
`
`/ 30.19
`
`
`
`Chapter 31. Noise Cancellation Systems 31.1 Jeffrey N. Denenberg
`
`
`
`/ 31]
`31.1 Noise Sources
`31.2 Applications / 31.5
`Glossary / 31.10
`Bibliography / 37.10
`
`
`
`Chapter 32. Future Vehicle Electronics Randy Frank and Salim Momin 32.1
`
`32.1 Retrospective / 32.1
`32.2 IC Technology / 32.1
`32.3 Other Semiconductor Technologies / 32.5
`32.4 Enabling the Future / 32.1]
`32.5 Impact on Future Automotive Electronics / 32.15
`32.6 Conclusions / 32.20
`Glossary / 32.21
`Bibliography / 32.23
`
`Index / i
`
`13
`
`13
`
`

`

`14
`
`

`

`
`
`CONTRIBUTORS
`
`Robert E. Bicking Honeywell, Micro Switch Division (CHAP. 4)
`
`Tracy Blake Arizona State University (CHAP. 30)
`
`David S. Boehmer
`
`Intel Corporation (CHAP. 11)
`
`Werner Brehm=Robert Bosch GmbH (cHap. 13)
`Wolfgang Bremer Robert Bosch GmbH (cHar. 22)
`
`Wolfgang Bullmer Robert Bosch GmbH (cuar. 13)
`
`Jerry L.Cage Allied Signal, Inc. (CHaP. 15)
`
`Tom Chrapkiewicz Philips Semiconductor (CHAP. 25)
`
`Armin Czinczel Robert Bosch GmbH (cHap. 16)
`
`Jeffrey N.Denenberg Noise Cancellation Technologies, Inc. (CHAP.31)
`
`William C. Dunn Motorola Semiconductor Products (CHAP. 7)
`
`Randy Frank Motorola Semiconductor Products (CHAPS. 2, 5, 32)
`
`Robert L. French=R. L. French & Associates (CHAP. 29)
`
`Frieder Heintz Robert Bosch GmbH (CHAP. 22)
`
`Gary C. Hirschlieb Robert Bosch GmbH (cuap. 12)
`Raymond S. Hobbs Arizona Public Service Company (CHAP. 30)
`
`Gerhard Hotzel Robert Bosch GmbH (cHap. 6)
`
`Robert Hugel Robert Bosch GmbH (cuapP. 22)
`
`Ronald K. Jurgen=Editor (ctiaps. 1, 20, 21)
`
`George G. Karady Arizona State Univeristy (CHAP. 30)
`
`Donald B. Karner Electric Transportation Application (CHar. 30)
`Shinichi Kato Nissan Motor Co., Ltd. (cHaAv. 24)
`Bernhard K. Mattes Robert Bosch GmbH (cuap. 23)
`
`Fred Miesterfeld Chrysler Corporation (CHAP. 26)
`
`Salim Momin Motorola Semiconductor Products (CHAP. 32)
`
`James P. Muccioli
`
`JASTECH (cuaps. 27, 28)
`
`Klaus Muller Robert Bosch GmbH (cuapr. 10)
`
`Kurt Neuffer Robert Bosch GmbH (cHap. 13)
`Harald Neumann Robert Bosch GmbH (cuap.6)
`
`Paul Nickson Analog Devices, Inc. (CHAP. 3)
`
`Johann Riegel Robert Bosch GmbH (CHAP. 6)
`
`é
`
`15
`
`

`

`xvi
`
`CONTRIBUTORS
`
`Makoto Sato Honda R&D Co, Lid. (cHap. 18)
`
`Gottfried Schiller Robert Bosch GmbH (cuap. 12)
`
`Shari Stottler Robert Bosch GmbH (CHAP. 12)
`
`Richard Valentine Motorola Inc. (cHaps. 14,19)
`
`Helmut Weyl Robert Bosch GmbH (CHAP. 6)
`
`Hans-Martin Wiedenmann=Robert Bosch GmbH (cHapP. 6)
`
`William G. Wolber Cummins Electronics Co., Inc. (CHAPS. 8,9)
`
`Akatsu Yohsuke Nissan Motor Co., Ltd. (CHAP. 17)
`
`16
`
`16
`
`

`

`
`
`PREFACE
`
`Automotive electronics as we know it today encompasses a wide variety of devices and sys-
`tems. Key to them all, and those yet to come, is the ability to sense and measure accurately
`automotive parameters. Equally important at the output is the ability to initiate control
`actions accurately in response to commands. In other words, sensors and actuators are the
`heart of any automotive electronics application. That is why they have been placedfirstin this
`handbook where they are described in technical depth. In other chapters, application-specific
`discussions of sensors and actuators can be found.
`The importance of sensors and actuators cannot be overemphasized. The future growth of
`automotive electronics is arguably more dependent on sufficiently accurate and low-cost sen-
`sors and actuators than on computers, controls,displays, and other technologies. Yetit is those
`nonsensor, nonactuator technologies that are to many engineers the more “glamorous” and
`exciting areas of automotive electronics.
`In the section on control systems, a key in-depth chapter deals with automotive microcon-
`trollers. Without them, all of the controls described in the chapters that follow in that sec-
`tion—engine, transmission,cruise, braking, traction, suspension, steering, lighting, windshield
`wipers, air conditioner/heater—would notbe possible. Those controls, of course, are key to car
`operation and they have madecars over the years more drivable, safe, and reliable.
`Displays, trip computers, and on- and off-board diagnostics are described in another sec-
`tion, as are systems for passenger safety and convenience,antitheft, entertainment, and multi-
`plex wiring. Displays and trip computers enable the driver to readily obtain valuable
`information about the car’s operation andanticipatedtrip time. On- and off-board diagnostics
`have of necessity become highly sophisticated to keep up with highly sophisticated electronic
`controls. Passenger safety and convenience items and antitheft devices add muchto the feel-
`ing of security and pleasure in owning an automobile. Entertainment products are what got
`automotive electronics started and they continue to be in high demand by car buyers. And
`multiplex wiring, off to a modeststart in production cars, holds great promise for the future in
`reducing the cumbersome wiring harnesses presently used.
`The section on electromagnetic interference and compatibility emphasizes that interfer-
`ence from a variety of sources, if not carefully taken into account early on, can raise havoc
`with what otherwise would be elegant automotive electronic designs. And automotive systems
`themselves, if not properly designed, can cause interference both inside and outside the auto-
`mobile.
`In the final section on emerging technologies, some key newer areas are presented:
`
`= Navigation aids and intelligent vehicle-highway systems are of high interest worldwide
`since they hold promise to alleviate many of vehicle-caused problems andfrustrations in
`oursociety.
`= While it may be argued that electric vehicles are not an emerging technology, since they
`have been around for many years, it certainly is true that they have yet to comeinto their
`own in any really meaningful way.
`= Electronic noise cancellation is getting increasing attention from automobile designers
`seeking an edge over their competitors.
`
`xvil
`
`17
`
`

`

`xviii
`
`PREFACE
`
`The final chapter on future vehicle electronics is an umbrella discussion that runs the
`gamutof trends in future automotive electronics hardware and software.It identifies poten-
`tial technology developments and trends for future systems.
`Nearly every chapter contains its own glossary of terms. This approach, rather than one
`overall unified glossary, has the advantage of allowing terms to be defined in a more applica-
`tion-specific manner—in the context of the subject of each chapter. It should also be noted
`that there has been no attemptin this handbookto cover, except peripherally, purely mechan-
`ical and electrical devices and systems. To do so would have restricted the number of pages
`available for automotive electronics discussions.
`Finally, the editor would like to thank all contributors to the handbook andparticularly
`two individuals: Otto Holzinger of Robert Bosch GmbH in Stuttgart, Germany and Randy
`Frank of Motorola Semiconductor Products in Phoenix, Arizona. Holzinger organized the
`many contributions to this handbook from his company. Frank, in addition to contributing
`two chapters himself and cocontributing a third, organized the other contributions from
`Motorola. Without their help, this handbook would not have been possible.
`
`Ronald K. Jurgen
`
`18
`
`18
`
`

`

`AUTOMOTIVE
`ELECTRONICS
`HANDBOOK
`
`19
`
`

`

`20
`
`20
`
`

`

`P-> A: RR: T
`
`INTRODUCTION
`
`21
`
`

`

`22
`
`22
`
`

`

`
`
`CHAPTER 1
`INTRODUCTION
`
`Ronald K. Jurgen
`Editor
`
`1.1 THE DAWN OF A NEW ERA
`
`In today’s world of sophisticated automotive electronics, it is easy to forget how far the tech-
`nology has comein a relatively short time. In the early 1970s, other than radios and tape play-
`ers,
`the only standard electronic components and systems on most automobiles were
`alternator diodes and voltage regulators.' By the fall of 1974, “there were twelve electronic
`systems available, none of which were across the board standard production items. ... The
`twelve electronic systems or subsystems were: alternator diodes, voltage regulators, electronic
`fuel injection, electronic controlled ignition, intermittent windshield wipers, cruise control,
`wheellock control, traction control, headlamp control, climate control, digital clocks, and air
`bag crash sensors.”!
`
`1.1.1 Car Makers and the Electronics Industry: Friendly Adversaries
`
`In the early days of automotive electronics, the automotive industry and the electronics indus-
`try were often at odds. Carmakers needed inexpensive components and systems that would
`operate reliably in the extremely harsh automotive environment.The electronics industry, on
`the other hand, used to producing high-quality but expensive parts and systemsfor the mili-
`tary, was skeptical about its ability to produce the components the automobile industry
`wanted at the prices they demanded. But both industries realized that electronics could pro-
`vide the capability to solve automotive problems that defied conventional mechanicalor elec-
`tromechanical approaches.
`Someofthe leading electronics engineers who workedin the automotive industry—as well
`as their counterparts in the electronics industry—realizedthatthis existing friendly adversar-
`ial relationship had to be converted to a mutualeffort to find cost-effective and reliable solu-
`tions to urgent automotive problems.
`Thus it was in 1973 that Trevor Jones (then with General Motors), Joseph Ziomek (then
`with Ford), Ted Schaller (Allen Bradley), Jerry Rivard (then with Bendix), Oliver McCarter
`(General Motors), and William Saunders (Society of Automotive Engineers), proposed that a
`new conference be held in 1974.’ Dubbed Convergence to signify the coming together of the
`two industries, the first conference was successful and, sponsoredalternately by the Society of
`Automotive Engineers and the Institute of Electrical and Electronics Engineers, it has been
`held successfully every other year ever since.
`
`1.3
`
`23
`
`23
`
`

`

`1.4
`
`INTRODUCTION
`
`1.1.2 The United States Government Forces the Issue
`
`One of the major problems facing the automotive industry at the time of the first Conver-
`gence conference was upcoming stricter government-mandated exhaust emissions controls.
`Whenthe United States governmentfirst mandated emissions standards forall United States
`cars, car makers met the challenge through the use of catalytic converters for hydrocarbon
`and carbon monoxide emissions and exhaustgas recirculation techniquesfor nitrogen oxides
`emissions. But they knew that in 1981, when the standards would be tightened from the pre-
`vious limit of 2.0 grams per mile to 1.0 gram per mile, those approaches would no longerin
`themselves be sufficient. A new approach was necessary andit involved use of a three-way
`catalyst forall three emissions together with a closed-loop, engine control system.’
`Tighter emissions control solved one problem but created another—fuel economy. The
`two seemed to be mutually exclusive. Charles M. Heinen and Eldred W. Beckman, writing in
`IEEE Spectrum in 1977, said, “The simple truth is that there is very direct interaction
`between emissions and fuel economy. Probably the clearest example of that interaction is the
`fact that automobiles equipped to meet California’s tight emissions control regulations have
`consistently demonstrated about 10 percent poorer fuel economy than have comparable cars
`equipped to meetthe less stringent Federal U.S. standards.” As a result of this interdepen-
`dence, emissions and fuel economy measures tended to be compromises. Greater fuel
`economies could be achieved if emissions levels were not a problem.
`
`1.2 THE MICROCOMPUTER TAKES CENTER STAGE
`
`The microcomputer, introduced in 1971, had yet to make major inroads in automobiles. Butit
`became increasingly obviousthat it was the key to meeting government exhaust emission and
`fuel economy demandswhile also providing car buyers with cars that performed well. Meeting
`these needs necessitated precise engine controlin such areasas the air/fuel ratio and idle speed.
`
`1.2.1 Early Applications of Microcomputers
`
`Oneofthe first microcomputer applications in cars was an advanced ignition system built by
`Delco-Remyfor the 1977 Oldsmobile Toronado. Called the MISAR (microprocessed sensing
`and automatic regulation) system, it controlled spark timing precisely no matter what load
`and speed conditions prevailed while meeting emissions control requirements and providing
`good driveability. Input signals from sensors provided data on crankshaft position, manifold
`vacuum, coolant temperature, and reference timing.* The microprocessor used hada capacity
`of 10,240 bits.
`Early applications such as the MISAR paved the ground for what would later become the
`prolific use of microcomputers in cars. Once reliable microcomputers met the cost restraints
`of carmakers, there was no end in sight to microcomputer applications in cars. In the late
`1970s, total engine control with microcomputers became widespreadand, as time wenton, use
`of microcomputers spread to other controls for transmission, braking, traction, suspension,
`steering,lighting, air conditioning, and so forth.
`
`1.2.2 The Bells and Whistles Period
`
`There wasalso a time in the early 1980s when carmakers, heady with success with microcom-
`puters in other areas, went through a periodof electronic overkill. Notable in this regard were
`voice commands and warnings that tended to wear out their welcome quickly with car drivers
`
`24
`
`24
`
`

`

`INTRODUCTION
`
`1.5
`
`and elaborate and flashy information displays that also turned off many car buyers. It was a
`period of doing things with microcomputers because they could be done rather than doing
`them because they were needed,
`That overindulgent microcomputer period quickly waned as car buyers madetheirfeelings
`known. Voice commandswereall but totally abandoned and displays were made less garish.
`There was even a return to analog displays for speedometers, for example, albeit electroni-
`cally based rather than the old mechanical or electromechanical system. Carmakers returned
`to using microcomputersin truly functional ways to answer real needs.
`
`71.3 LOOKING TO THE FUTURE
`
`The future for automotive electronics is bright. Electronic solutions have proven to bereli-
`able over time and have enabled carmakersto solve problems otherwise unsolvable. But what
`does the future hold? Some predictions for the future have been discussed in the following
`pages by contributors.
`
`1.3.1 Contributors’ Predictions
`
`Although there have been manysignificant automotive electronics advances over the years,
`the endis certainly not in sight. The final chapter in this handbook describes many upcoming
`advancesin detail. Authors Frank and Momin, for example, state that a likely future scenario
`“will be a combination of centralization and distributed intelligence where the centralization
`would be based along the lines of body, chassis and safety, powertrain, and audio/entertain-
`ment and communications. Within these centralized systems wouldbedistributedintelligence
`based on multiplex wiring with smart sensors, switch decoders, and smart actuators all con-
`trolled by a central intelligence.”
`Here are additional selected future developmentscited by contributors in other chapters:
`
`Expansion of the air bag system to include side impact protection (Dunn, Chap. 7)
`Magnetic transistors and diodes that can be directly integrated with signal conditioningcir-
`cuits (Dunn, Chap. 7)
`Electronic switched stop lamps involving a rate-of-closure detector system to determineif
`the vehicle’s speed is safe for objects aheadofit. If the closure rate is unsafe, the stop lights
`could be activated to alert trailing drivers to a pending accident(Valentine, Chap. 14)
`* The integration of watchdogandfailsafe functions onto a microcontroller (Boehmer, Chap. 11)
`Microcontrollers that operate at frequencies of 24 MHz or 32 MHz to allow morecode to
`be executed in the same amountof time (Boehmer, Chap.11)
`In the mid-90s, cars will have twice the electronic content of today’s cars but will be easier
`to manufacture because there will be half the number of modules due to feature content
`integration. The data network interconnecting the modules will reduce the size and number
`of cables and cut the numberof circuits by 50 percent (Miesterfeld, Chap. 26)
`* Amovefrom switching units to stepped operation actuators and the substitution of contin-
`uous for discrete time control (Miiller, Chap. 10)
`Electrorheological and magnetorheologicalfluid actuators (Miiller, Chap. 10)
`Micromechanical valves as actuators for converting low control poweras in regulating the
`flow of fluids in hydraulic or pneumatic systems (Miiller, Chap. 10)
`
`25
`
`25
`
`

`

`1.6
`
`INTRODUCTION
`
`REFERENCES
`
`1. Trevor O. Jones, “Convergence—pastand future,” Proceedings, 1992 International Congress on Trans-
`portation Electronics (Convergence), P-260, Society of Automotive Engineers, Inc., Warrendale,Pa.,
`Oct. 1992, pp. 1-3.
`2. George W. Niepoth, and Stonestreet, Stephen P.,““Closed-loop engine control,” JEEE Spectrum, Nov.
`1977, pp. 52-55.
`3. Charles M. Heiner, and Beckman, Eldred W., “Balancing clean air against good mileage,” JEEE Spec-
`trum, Nov. 1977, pp. 46-50.
`4. Trevor O. Jones, “Automotive electronics I: smaller and better,” JEEE Spectrum, Nov. 1977, pp. 34-35.
`
`26
`
`26
`
`

`

`P-A: RR: T
`
`SENSORS AND
`ACTUATORS
`
`27
`
`

`

`28
`
`28
`
`

`

`CHAPTER2
`PRESSURE SENSORS
`
`Randy Frank
`Technical Marketing Manager
`Motorola Semiconductor Products
`
`2.1 AUTOMOTIVE PRESSURE MEASUREMENTS
`
`Various pressure measurements are required in both the development and usage of vehicles
`to optimize performance, determine safe operation, assure conformance to government regu-
`lations, and advise the driver. These sensors monitor vehicle functions, provide information to
`control systems, and measure parameters for indication to the driver. The sensors can also
`provide data log information for diagnostic purposes.
`Depending on the parameter being measured,different units for indicating pressure will
`be used. Since pressure is force per unit area, basic units are pounds per square inch (psi) or
`kilograms per square centimeter. For example, tire pressure is usually indicated in psi. Mani-
`fold pressure is typically specified in kiloPascals (kPa). A Pascal, which is the international
`unit (SI or Systems Internationale) for pressure, is equal to 1 Newton per meter? or 1 kg- m™
`- s*. Other common units of pressure measurement include: inches, feet, or centimeters of
`water; millibars or bars, inches, or millimeters of mercury (Hg), and torr. The conversion con-
`stants as defined per international convention are indicated in Table 2.1.
`Pressure can be measured by a numberof devicesthat provide a predictable variation when
`pressure is applied. Sensors used on vehicles range from mechanical devices—with position
`movement when pressure is applied—to a rubber or elastomer diaphragm,to semiconductor-
`basedsilicon pressure sensors. Various pressure-sensing techniques are explainedin Sec. 2.3.
`The type of pressure measurementthat is made can be divided into five basic areas which
`are independentof the technology used for the measurement: gage, absolute,differential, liq-
`uid level, and pressure switch.
`
`2.1.1 Gage Pressure Measurements
`
`Thesilicon pressure sensor technology explained in Sec. 2.3.5 is used to visualize the differ-
`ence between gage, absolute, and differential pressure (refer to Fig. 2.1). For gage pressure
`measurements, the pressure is applied to the top of a (silicon) diaphragm (Fig. 2.1), creating a
`positive