1

Sensing in Automotive -
Powertrain and Braking Systems
2
Agenda
Brief Introduction
Automotive electronics & sensors
Capabilities available from ON Semiconductor
Powertrain Systems
Gasoline and diesel engines
Main powertrain sensors
Braking and Stability Control Systems
Basic systems: ABS, EBD, TCS, ESC
Sensors for dynamic braking
Examples of automotive sense interface ICs
Sensing interface IP from ON Semiconductor
3
Automotive Electronics
Value added by ON Semiconductor APG
Proprietary High-Voltage Processes
Innovative Solutions: Sensor Interfaces,
IVN, High-Voltage System-on-Chip
Harsh Environment Applications
Extensive Automotive Portfolio
Key Successes in sensing
Steering/Pedal Angle Sensor
Pressure sensors for Powertrain / Braking
Position Sensors for Headlight Control
Gyro Sensors for Stability Control
Main drivers for new electronics
Safety
Emissions
Fuel consumption
Regulation plays a key role
focus area for green electronics
4
Modern Automotive Sensors
External sensing element or MEMS
Built-in protections (shorts, EMI, ESD)
Diagnostic modes / redundancy
Accuracy / linearity reaching ~0.1% to 1%
NVM for trimming and calibration
Nonlinear temperature compensation
T
J
at IC: from 40
o
C up to +125~200
o
C
Target failure rate: zero ppm
5
Automotive Technologies Portfolio
I3T50
I3T80
C035
ABX
Voltage Voltage
Gate Count Gate Count
1K 5K 100K 500K
100 V
80 V
50 V
25 V
5 V
3.3 V
1.8 V
HBIMOS
I2T100
C3,C035U
C07
Features Features
(OTP, EEPROM, etc.) (OTP, EEPROM, etc.)
C018
I3T25
>1.5 u 0.7 u 0.6 u 0.35 u 0.18 u Geometry
(drawn poly)
D3
C5X
I4T
I2T30(E)
6
Non-volatile Memory (NVM) IP
EEPROM
Long experience, started with C5 NASTEE release in 1999
Non-added-steps EEPROMS available today for C5 / C3 / I3T50
I3T50 EEPROM is capable of 175
o
C operation (reading)
EE being released for I3T25U (Q4 2009)
Development for 0.18 u ongoing
OTP
OTP is Zener diode zap
Available in I2T100, I3T25, I3T50, I3T80
Flash
Requires 5 added process steps
Special technology developed only for I3T80
Technology is qualified to 150
o
C read (50
o
C for write)
7
I3T Example
S/H
Diag-
nostics
DAC
ADC
PGA
A
M
U
X
EEPROM
OTP
Temp sense
HV
BUF
Logic Control
Block
RAM
ROM or
Flash
JTAG
Timer
PWM
GPIO
Comm.
Control
Unit
HV
LIN
Transceiver
LIN
BSD
RS-232

Drivers :
Motor
Relay
Lamp
Heat

Sensor Int. :
HV / LV
Inductive
Capacitive
Resistive
Temperature

Analog Control
and Signal Processing :
Voltage regulators
Amplifiers, comparators
ADC, DAC
Filters (SC, GMC, RC)
Vbat 5 V
Regulator
ARM7
R8051
P
e
r
i
p
h
e
r
a
l

E
x
t
e
n
s
i
o
n
P
e
r
i
p
h
e
r
a
l

E
x
t
e
n
s
i
o
n
Digital Signal Processing
and Control :
State Machine or
uController based
Vdc < 65V/36V/18V
8
9
Gasoline Engine System Concept
Source: Continental
10
Diesel Engine
11
The Internal Combustion Engine
Nikolaus Otto Rudolf Diesel
Heat O H
y
xCO O
y
x H C
y x
+

+ +
2 2 2
2 4
Chemical equation for
stoichiometric hydrocarbon burning
Partial combustion
Fuel evaporation
Nitrogen from air
Sulfur from fuel
HC Hydrocarbons (unburned)
CO Carbon monoxide
NO, NO
2
Nitrogen oxides (NO
x
)
SO
2
Sulfur dioxide
Diesel particulate matter (DPM)
12
Electronic Fuel Injection (EFI)
Stringent emission regulations
obsoleted the carburetor (~80s)
Advantages of EFI
Precise and accurate fuel measurement
Improved cylinder-to-cylinder fuel
distribution (MPFI, GDI, DDI)
Predictable exhaust composition
Enables use of optimized catalytic
converters
Net benefits
#1: Lower emissions
#2: Higher efficiency
#3: Increased power
13
The ECU Control Loop
Throttle position
Intake air temperature
Manifold air pressure
Mass air flow (MAF)
Fuel pressure
In-cylinder pressure
Coolant temperature
Crankshaft position
Camshaft position
Engine speed
Engine knocking
Exhaust gas oxygen
Fuel injection
Idle speed control
Ignition timing
Multispark timing
Dwell angle
Valve timing (VVT)
Camless valve actuation
Exhaust gas recirc. (EGR)
Turbo boost
Transmission control
PROCESS
CONTROL LOOPS
SENSORS
ACTUATORS
Engine Control Unit
(ECU)
14
Mass Air Flow (MAF) Sensors
Source:
Air Flow Sensor - Key Device of A/F ratio control Engine
Engine Technology No.48 (February, 2007)
Sankaido Publishing Co., Ltd, Japan
15
Oxygen (lambda) Sensors
(ZrO
2
)
0.92
(Y
2
O
3
)
0.08 Pt
Basic electrochemical cell
Nernst Cell
Wideband Universal Exhaust
Gas Oxygen (UEGO) Sensor
O
2
+ 4 e
-
= 2 O
2
-

=
2
2
ln
4
O
ref
O
S
P
P
F
RT
E
(lean-burn / diesel engines)
Potentiometric sensor characteristics
=1 equals A/F~14.7 (stoichiometric ratio)
Sources: Damien Chazal, Bosch
Amperometric UEGO sensor
High sensitivity for a wide range of
16
Environmental Effects
Source: NOAA
Global concentrations of major greenhouse gases
smog
internal combustion engines
contribute to CO
2
and NOx
17
Engine Management - Market Drivers
Source: CAS
0.00
0.10
0.20
0.30
0.40
EPA(US)
(' 83)
TLEV
(~' 99)
LEV
(~' 00)
ULEV
(~' 04)
SULEV
(~' 07)
HC (g/mi l e)
NOx (g/mi l e)
Source: Hitachi, Ltd., Automotive Systems Group
SULEV
*
Super Ultra Low Emission Vehicle
California Air Resources Board (CARB) Ratings
US NHTSA Corporate Average Fuel Economy (CAFE)
18
Reducing NOx in Lean-burn Engines
NOx adsorption
Urea selective catalytic
(SCR) reduction
Source: Honda Motor
AdBlueis a registered trademark by Verband der
Automobilindustrie (VDA) for AUS32 (Aqueous Urea Solution 32%)
Source: VDA
19
Urea SCR needs strict control
Electronics used to:
Sense urea solution level in tank
Check quality and concentration
Inject known amount of urea
Low urea level warning
Engine shut-off
Source: Mitsui
20
21
The ABS Principle
During emergency braking, ABS automatically cycles
tire slip around point of maximum braking efficiency
( ) ( )
% 100
_
_ _

speed Vehicle
speed Wheel speed Vehicle
22
First ABS-like Automotive System
Sure-Brake System supplied by Bendix
for the 1971 Chrysler Imperial
First ABS supplied by Bosch for 1978 S-class Mercedes and BMW 7
23
Two Generations of ABS
Source: Robert Bosch GmbH
24
Electronic Brake-Force Distribution (EBD)
Braking causes a dynamic weight transfer to the front
wheels depending on:
Vehicle construction / geometry
Deceleration
Consequence: rear wheels tend to lock first
EBD reduces rear pressure to avoid rear wheel locking
Similar to mechanical brake proportioning valves
EBD bases rear wheel control on slip rather than pressure
Wheel control kicks in before ABS in the low-G region
EBD events occur frequently and are transparent to the driver
ABS and EBD usually share the same hardware
Brake proportioning valve is eliminated
Better braking performance independent of vehicle loading
25
Traction Control Systems (TCS)
Limits torque applied to wheels to prevent spinning
Also known as Anti-Slip Regulation (ASR)
Usually shares the electro-hydraulic brake actuator and
the wheel speed sensors with the ABS
Methods to achieve traction control:
Brake one or more wheels
Retard or suppress spark to one or more cylinders
Reduce fuel supply to one or more cylinders
Close throttle (with drive-by-wire throttle) or sub-throttle
Actuate boost control solenoid in turbocharged engines
Brake-only systems are simpler, but less functional
26
A Complete ABS/TCS System
Source: LEXUS Technical Training Manual
27
Electronic Stability Control (ESC)
Enhances stability through
asymmetric braking (yaw)
ESC may be required during
ABS, DRP or TCS events
Sensors collect information
Individual wheel speeds
Steering angle
Yaw rate
Lateral acceleration
ECU runs algorithms to detect
and correct ESC events
Mercedes W-140 S-Class had
first complete ESC in 1995
Key precursors (no yaw rate):
Mitsubishi Diamante/Sigma 1990
BMW all model line in 1992
S
o
u
r
c
e
:

I
I
H
S
28
Marketed Names for ESC
Acura: Vehicle Stability Assist (VSA)
Alfa Romeo: Vehicle Dynamic Control (VDC)
Audi: Electronic Stability Program (ESP)
Bentley: Electronic Stability Program (ESP)
Bugatti: Electronic Stability Program (ESP)
Buick: StabiliTrak
BMW: Dynamic Stability Control (DSC) (including Dynamic Traction
Control)
Cadillac: StabiliTrak & Acti ve Front Steering (AFS)
Chery: Electronic Stability Program (ESP)
Chevrolet: StabiliTrak; Acti ve Handling (Corvette only)
Chrysler: Electronic Stability Program (ESP)
Citron: Electronic Stability Program (ESP)
Dodge: Electronic Stability Program (ESP)
Daimler: Electronic Stability Program (ESP)
Fiat: Electronic Stability Program (ESP) and Vehicle Dynamic
Control (VDC)
Ferrari: Controllo Stabilit (CST)
Ford: AdvanceTrac with Roll Stability Control (RSC) and Interactive
Vehicle Dynamics (IVD) and Electronic Stability Program (ESP);
Dynamic Stability Control (DSC) (Australia only)
General Motors: StabiliTrak
Honda: Vehicle Stability Assist (VSA)
Holden: Electronic Stability Program (ESP)
Hyundai: Electronic Stability Program (ESP), Electronic Stability
Control (ESC), and Vehicle Stability Assist (VSA)
Infiniti: Vehicle Dynamic Control (VDC)
Jaguar: Dynamic Stability Control (DSC)
Jeep: Electronic Stability Program (ESP)
Kia: Electronic Stability Control (ESC), Electronic Stability Program
(ESP)
Lamborghini: ESP - Electronic Stability Program
Land Rover: Dynamic Stability Control (DSC)
Lexus: Vehicle Dynamics Integrated Management (VDIM) with
Vehicle Stability Control (VSC)
Lincoln: AdvanceTrac
Maserati: Maserati Stability Program (MSP)
Mazda: Dynamic Stability Control (DSC) (Including Dynamic Traction
Control)
Mercedes-Benz (co-inventor): Electronic Stability Program (ESP)
Mercury: AdvanceTrac
MINI: Dynamic Stability Control
Mitsubishi: Active Skid and Traction Control (ASTC) and Acti ve
Stability Control (ASC)
Nissan: Vehicle Dynamic Control (VDC)
Oldsmobile: Precision Control System (PCS)
Opel: Electronic Stability Program (ESP)
Peugeot: Electronic Stability Program (ESP)
Pontiac: StabiliTrak
Porsche: Porsche Stability Management (PSM)
Renault: Electronic Stability Program (ESP)
Rover Group: Dynamic Stability Control (DSC)
Saab: Electronic Stability Program (ESP)
Saturn: StabiliTrak
Scania: Electronic Stability Program (ESP)
SEAT: Electronic Stability Program (ESP)
koda: Electronic Stability Program (ESP)
Smart: Electronic Stability Program (ESP)
Subaru: Vehicle Dynamics Control (VDC)
Suzuki: Electronic Stability Program (ESP)
Toyota: Vehicle Dynamics Integrated Management (VDIM) with
Vehicle Stability Control (VSC)
Vauxhall: Electronic Stability Program (ESP)
Volvo: Dynamic Stability and Traction Control (DSTC)
Volkswagen: Electronic Stability Program (ESP)
Source: Wikipedia
29
Importance of ESC
High visibility after moose test by a Swedish car magazine in 1997
Today considered the most important safety feature since the seat belt,
studies show ESC reduces fatal car accidents by about 35%
National Highway Traffic Safety Administration (NHTSA) will require
ESC on all new light passenger vehicles in US by 2012
ABS will not be mandatory but usually comes for free with ESC
ChooseESC! educational campaign across Europe
United Nations working group for adopting ESC as a Global Technical
Regulation (GTR)
What ESC cannot do:
Improve tire traction characteristics (-slip curve)
Increase vehicle lateral acceleration capacity
Change any of the Laws of Physics
30
ESC Systems Keep Evolving
Source: Continental Teves, Inc.
31
Sensors and Actuators in ESC Control
Pressure
sensor
(wheels x4)
Wheel speed
sensor (x4)
Lateral
acceleration
sensor
Yaw Gyro
Sensor
Interface
ASIC
(PS)
Interface
ASIC
(LAS)
Interface
ASIC
(GS)
Sensor interface
ASIC
LDO
regulator
+- 150 mA
MCU
16 or 32-bit
+
software
Pressure sensor
(master cylinder)
Central
Braking fluid
Motor Driver
(FET)
DC
Motor
Solenoid
valve driver
(FET)
2/2
Valve
Steering
Wheel
Sensor
Interface
ASIC
(SWS)
32
Advanced Braking Systems
Active Rollover Protection (ARP)
Extra gyroscopic sensor to monitor roll motion
AdvanceTrac with Roll Stability Control
TM
(Ford)
Adaptive Cruise Control (ACC)
Sensors based on radar or LIDAR (laser) to measure distance
Brake Assist (BA or BAS)
Sensors to detect panic braking or that a collision is likely
Possible actions: warn driver, pre-charge brakes with maximum
pressure, apply full braking automatically
Brake-by-wire
Eliminates traditional mechanical and hydraulic control systems
Uses sensors, electromechanical actuators and human-machine
interfaces, such as pedal and steering feel emulators
33
A brake-by-wire system
Source: Reza Hoseinnezhad
34
Sensors & Sensor
Interface
35
Converting for Signal Processing
Signals to sense
Temperature
Force / Pressure
Torque
Rotation / Position
Level
Speed / Acceleration
Flow
Acoustic
Magnetic field
RF
Light / Radiation
Chemical
Available electrical signals
Voltage
Current
Charge
Resistance
Capacitance
Inductance
Impedance
Domains for processing
Analog
Digital
Mixed signal
36
Sensing ASICs Requested by our Customers
voltage electrochemical O
2
concentration
charge MEMS tuning fork Orientation (gyro)
current biochemical Blood glucose
voltage ultrasonic Distance
resistance thermistor Urea concentration
current ultrasonic Gas flow
charge
CsI scintillator +
photodetector
X-ray radiation
current photodiode Light
capacitance MEMS capacitors Acceleration
inductance, resistance magnetic Angle / position
resistance thermistor Air flow
voltage piezoresistive bridge Pressure
Electrical signal Sensor Physical quantity

A
u
t
o
m
o
t
i
v
e

37
Process depends on Application
I3T50
I3T80
C035
ABX
Voltage Voltage
Gate Count Gate Count
1K 5K 100K 500K
100 V
80 V
50 V
25 V
5 V
3.3 V
1.8 V
HBIMOS
I2T100
C3,C035U
C07
Features Features
(OTP, EEPROM, etc.) (OTP, EEPROM, etc.)
C018
I2T30
I3T25
>1.5 u 0.7 u 0.6 u 0.35 u 0.18 u Geometry
(drawn poly)
D3
C5X
I4T
38
Automotive Protections
Overvoltage and reverse battery (OVRB) protections
Electrostatic discharge (HBM, MM, CDM)
Automotive transients:
AEC Q100 automotive standards
ISO 7637 pulses
Load dump
Schaffner pulses
Other local standards
Output shorted to battery or ground
Current sensing and limiting
Over-temperature protection
less common in
sensor interface
39
On-chip Overvoltage Protection
5 V supply with on-chip overvoltage / reverse batt protection
Solution covered by patents
At least 18 V protection allowed (process dependent)
Ext. +5V supply Int. ASIC supply
GND
Low voltage drop switch
40
Passive Wheel Speed Sensors
Wheel speed sinusoidal voltage
Both frequency and amplitude are
proportional to wheel speed
Noise-limited at low wheel speeds
NCV1124 (dual) and NCV7001
(quad) generate square waveform
41
Active Wheel Speed Sensors
Commonly based on Hall effect
Only frequency varies with speed
Can sense speed down to zero
Delivers a square current waveform
Sensitive to contamination by rust
or metal fillings
Other possible technologies:
Magnetoresistive (MR) and Giant
Magnetoresistive (GMR)
Based on Eddy current
Optical sensing
Wiegand effect
Sensor interface circuit depends on
the technology
42
Wheel Speed Interface
Interface for Active and Passive Speed Sensors
Compact Digital/Analog tracking loop with ~1 MHz sampling
Programmable Hysteresis levels and filtering to increase noise robustness
Fast and slow tracking mode (1 DAC + 1 comparator per wheel)
=> Low cost and small size
Diagnostic for fail safe logic (short to battery or ground, open inputs)
Proven on silicon
Peak And Valley
Detection
[x] bits
+
D
A
C
+/- [y] lsb
(Fast tracking)
Wheel Speed
Output
Speed Sensor
Output
Hysteresis
value
Hysteresis
value
Delay Delay
Delay Delay Delay
Analog/Digital interaction
for smallest size
Analog/Digital interaction
for smallest size
43
Steering Angle Sensors
Different technologies are available
Optical
Potentiometric
Inductive
Hall-effect
Magneto resistive
and others
Technologies and ICs may be used
in other angle or position applications
Pedal position
Throttle control
Headlamp control
Height/level regulation
Source: Bosch, Hella
44
A MR Angle Sensor ASIC
Two magneto-resistive bridges are offset by 45
o
90
o
signals (sine/cosine) are divided and arctangent gives the angle
45
Longitudinal or Lateral Accelerometers
Not strictly required for ABS control
but increasingly present in more
recent ESC systems
Used as a sanity check for wheel
and vehicle speed calculations
Lateral accelerometer used to
prevent artificially low speed
calculations
Longitudinal accelerometer used in
4-wheel-drive vehicles where all
wheels can be mechanically coupled
Capacitive MEMS technology
becoming dominant
46
Sensor Interface for Accelerometer
Analog
GND ref
Temperature
sensor
12b
D/A
PGA
Digital
filters
DSP
for TC
C/V
conv
PGA
C/V
conv
MUX
Digital
filters
Buf
12b
D/A
Buf

Single module or IC can accommodate 1, 2, or 3-axis accelerometers

Each channel is calibrated for accuracy and temperature compensated
Outputs can be analog or digital
47
Gyroscopic Sensors
Measures angular speed (rotation)
Initial automotive gyros derived from
military / aerospace products
Yaw rate (rotation around vertical axis)
is mandatory in ESC
Roll rate is a recent addition in some
rollover prevention systems
Pitch rate has no current automotive
application
Today MEMS-based solutions allow
compact and inexpensive gyros for
automotive applications
Source: Continental
ESC sensor cluster with gyro
and accelerometers
48
Example: Systron Donner (BEI) GyroChip
Quartz Rate Sensor (QRS) proprietary technology
Coriolis effect: converts momentum of a vibrating object into a force
Piezoelectric property of the quartz converts the Coriolis force into
electrical charge signals proportional to the angular rate
49
Pressure Sensor Auto Applications
MAP Manifold Absolute Pressure
TMAP Temperature Manifold Absolute Pressure
DMPS Differential Manifold Pressure Sensor
DPF Diesel Particulate Filter
DDI Diesel Direct Injection
GDI Gasoline Direct Injection
HCCI In-Cylinder Pressure (future)
ABS Anti-Lock Braking Systems
ESC Electronic Stability Control
50
Pressure Sensor Interface (Example)
Nonlinear temperature compensation
for gain and offset
51
NVM and Nonlinearity Compensation
All sensing elements have nonlinearities (NL)
Intrinsic nonlinearity over sensing range
Offset & sensitivity NL variations over temperature
Market requirements for sensors with higher
accuracy and extended range
Trimpots / manual methods not viable for mass production
Laser trimming: expensive, requires special technologies
LUT not always can provide enough accuracy
Solution: embedded programmable
compensation with NV memory
Solution: embedded programmable
compensation with NV memory
52
Our Proprietary Solution for NL
Methods and circuits based on Pade Approximants, the ratio
between two power series
Accuracy and cost advantages when compared to
Lookup table (LUT)
Piecewise linear approach
Polynomial approximation (Taylor expansion series)
Patents granted and pending worldwide
L
L L
x p x p x p p x P + + + + = L
2
2 1 0
) (
M
M M
x q x q x q x Q + + + + = L
2
2 1
1 ) (
1 ) (
) (
) (
1
1
+
+
= =
cx
b ax
x Q
x P
x y
a 1
st
order Pad Approximant
a 1
st
order Pad Approximant
53
Mapping a NL Function into a Linear one
x
2
Vin
Nonlinear input from
sensing element
x
1
x
Vout
Calibrated and
compensated output
x
v
2
x
0
vi
1
vi
0
vi
2
v
0
v
1
x
0
mapping
x
2
x
1
Vout
Vin c
b Vin a
=
+
+
1

= +
= +
= +
2 2 2 2
1 1 1 1
0 0 0 0
v v vi c b vi a
v v vi c b vi a
v v vi c b vi a
By applying Pad to Vin and replacing values at calibration points x
0
, x
1
, x
2
a system with 3 linear equations and 3 variables (a, b, c) is generated
By applying Pad to Vin and replacing values at calibration points x
0
, x
1
, x
2
a system with 3 linear equations and 3 variables (a, b, c) is generated
54
Two Practical Circuit Implementations

G
D/A
OFFSET
REGISTER
+
+
Vout
D/A
FEEDBACK
REGISTER
D/A
GAIN
REGISTER
Vin
_
voff G
kvf
Input signal
signal
compensated
for nonlinearity

G
D/A
OFFSET
REGISTER
+
+
Vout
D/A
FEEDBACK
REGISTER
D/A
GAIN
REGISTER
Vin
_
G
voff
G
kvf
The following transfer functions are realized
The following transfer functions are realized
voff Vin Vout kvf G Vout + = ) 1 (
Isolating Vout, we verify both functions to be Pad Approximants
Isolating Vout, we verify both functions to be Pad Approximants
1 +
+
=
Vin kvf G
voff Vin G
Vout
1
) (
+
+
=
Vin kvf G
voff Vin G
Vout
voff G Vin Vout kvf G Vout + = ) 1 (
55
Application in NL Temperature Compensation
Temperature compensation is a basic
building block in sensor interface
A temperature reference is needed
either internal or external to the IC
Applies temperature dependent
nonlinear offset and gain to the signal
path to cancel out the sensor
temperature dependency
Many possible implementations can
be realized
OFFSET DAC
REGISTER
OFFSET TC
COEFFIC.
A/D
D/A
T (dig)
a,b,c
TEMP
SENSOR
T
ALU
GAIN TC
COEFFIC.
GAIN DAC
REGISTER
D/A

G
+
+/-
Vin
Vout
a,b,c
56
Methods for Temperature Compensation
Error plot shows PWL has
greatest error
Pad and 4
th
order Taylor
series about the same error
But when implemented using
integer math (for RTL), the
Pad benefit is evident
57
Communication Embedded IVN
Integrate high voltage communication transceiver on chip
LIN-Spec. 2.1 (SAEJ2602)
CAN-HS
CAN-LS
K-Line (ISO9141)
SENT Single Edge Nibble Transmission
ON solution: excellent EMI performance, small area (patent pending)
Other standards (2-wire SENT, PSI5, etc)
BUS
Phys.
Layer
ECU
BUS
Phys.
Layer
Upper
layer
SPI
Interrupt
ECU
ASIC ASIC
Flexibility Higher integration
58
Released Products
Transceivers
ISO11898-3
CAN LS Transceiver (3.3V) AMIS41683CANN1RG AMIS-41683
Dual CAN HS Transceiver AMIS42700WCGA4RH AMIS-42700
LIN Transceiver with 3.3V VReg. NCV7420D23R2G NCV7420
LIN Transceiver with 5V VReg. NCV7420D25R2G
SW CAN See One Pager NCV7356
CAN LS Transceiver (5V) AMIS41682CANM1RG AMIS-41682
HS LP CAN Transceiver with Error Detection NCV7341D21R2G
Improved HS LP CAN Transceiver
with Error Detection (>6KV)
NCV7341D20R2G NCV7341
HS LP CAN Transceiver
(Edge WakeUp - Matte Sn)
AMIS42665TJAA6RG
HS LP CAN Transceiver
(Level WakeUp - NiPdAu)
AMIS42665TJAA3RL
ISO11898-5 HS LP CAN Transceiver
(Level WakeUp - Matte Sn)
AMIS42665TJAA1RG AMIS-42665
CAN HS Transceiver (3.3V) AMIS30663CANG2RG AMIS-30663
ISO11898-2 CAN HS Transceiver (5V) AMIS30660CANH2RG AMIS-30660
Stand-alone LIN Transceiver NCV7321D10R2G NCV7321
LINv1.3/v2.1
J2602
LIN Transceiver AMIS30600LINI1RG AMIS-30600
Standard Description OPN (T&R) WPN
59
Failsafe Logic Functions
1. Between MCU and ASIC
Checks that MCU and ASIC are not disconnected (watchdog)
Checks that software inside MCU is following proper sequence and issuing proper flags (no code
jumps)
Generate references for MCU (clock, voltage etc )
Monitor SPI activity from MCU
2. ASIC related
Undervoltage / Overvoltage
Start-up check for proper working of failsafe logic
Monitor of critical functions (solenoid and motor)
Possibility to only connect supply for solenoid
and motor when MCU and ASIC agree
Failsafe logic: System FMEA
In case something goes wrong then disable ABS functions
but normal braking can still be performed by driver.
Micro-
Controller
Reference
Generation
FSFlag
Watchdog
Critical function
monitor
ECU monitor
Under/over
voltage
Disable ABS
functions
ASIC
Failsafe logic
enable
60
Sensor Interface: Partial Redundant System
Two independent measurement channels on one die
Synchronicity check performed also inside the ASIC
61
Full Redundant Application
Safety is guaranteed by redundancy two ASICs can be
used
Synchronicity between outputs is checked by ECU
LC
oscillator
Input
Mux
Analog
meas.
path
Digital
processing
Supporting
blocks
Analog
Driver
Failure
detections
Excitation
coil
Receiving
coils
ASIC A
Output A
LC
oscillator
Input
Mux
Analog
meas.
path
Digital
processing
Supporting
blocks
Analog
Driver
Failure
detections
Excitation
coil
Receiving
Rotor
Sensor
coils
ASIC B
Output B
Excitation
driver
Excitation
driver
Sensor
Sensor
62
Opportunities for Cost Reduction
Advantage of digital communication using SENT protocol
One driver is sufficient to transmit data from both sensors
Several checks are performed to validate the received SENT frame
Use of two external set of sensors with different output
signals
One measurement path inside the ASIC
Failure detections / calibrations / self tests
63
Final Diagram
New proposed architecture uses one measurement path
Satisfying very high safety requirements
Highly cost effective
64
For More Information
View the extensive portfolio of power management products from ON
Semiconductor at www.onsemi.com
View reference designs, design notes, and other material supporting
automotive applications at www.onsemi.com/automotive