Automotive Interfacing Techniques

Atmel White Paper

Authors:
James Goings, RF & Automotive Application Manager
Timothy Grai, RF & Automotive Application Manager
Juergen Strohal, RF & Automotive Application Manager

Abstract

Car manufacturers have always been keen to add value to their premium brands by the use of electronic-based
systems such as infotainment and comfort controls. Features that were once the reserve of the top of the range
models are now becoming fitted as standard to the popular, high volume models. Automotive electronics are now
seen as a key differentiator. As a result, microcontrollers are becoming ever more present within a vehicle. One
key challenge for automotive electronics design engineers is now ensuring the individual applications and
systems all communicate together. The key is interfacing.

This article will highlight three areas of automotive electronic applications and investigate the connectivity
required, how it is achieved and any application-specific challenges that an engineer might encounter.

White PaperTEMPLATE07/2012
Introduction
Each year the use of electronic systems within automobiles gathers momentum. They have become omnipresent
in every make and model. No longer the reserve of the high-end marquis and models, the use of electronic
systems for every aspect of an automobile’s features and functions are now seen as a way of differentiating one
brand from another. The Automotive Electric and Electronic Systems Report in September 2013 estimates that
the electronics cost is 40% for traditional cars and 75% for electric and hybrids.

The ability of chip companies to integrate many complex functions is one of the drivers for this growth. Achieving
the desired levels of integration of controls, infotainment, and other applications have meant that parts of the
traditional wiring harness have been replaced with a variety of networking buses that join everything together.

Common Methods for Interfacing Automotive Applications

Two popular network standards used for automotive applications include CAN (controller area network) and LIN
(local interconnect network). To minimize wiring, both these protocols use serial communications. Multiple
networks using these standards will be found in any modern vehicle, each responsible for specific application
areas. The CAN network is a multi-master topology so it is used to link together many electronic control units
(ECU). In contrast, the LIN bus supports a single-master topology, so it is normally used to interconnect a single
main ECU to one or more less-intellgient dedicated slave nodes.

A common implementation of a CAN bus is a differential balanced 2-wire interface that uses non-return-to-zero
(NRZ) bit encoding. Typical data rates can be up to 1 Mb/s. Messages are broadcast using an asynchronous
method to all nodes on the network. Any node can transmit when the bus is free, and conflicts are arbitrated and
resolved without retry by a method which guarantees that the highest priority message is transferred. The CAN
standard (ISO11898) protocol defines the four different message types of data frame, remote transmission
request frame, error frame, and overload frame.

CAN delivers a fast, flexible and comprehensive means of interconnecting controllers allowing sensor inputs &
other data to be shared between applications. However, for simpler applications, such as window controls,
automotive manufacturers deemed that CAN’s speed and versatility was unneeded, and its implementation cost
was too expensive. The LIN consortium was formed in 1999 by several leading automobile manufacturers. LIN
provides a single-wire bus using an enhanced version of the ISO9141 specification that has been used for on-
board diagnostics since the early 1980s. There can be only one master device on a LIN bus and one or more
slaves. Typical data rates are 20 kb/s or less, which also aids keeping EMI interferences to a minimum. Low-cost
LIN systems are typically used in comfort, sensor, and actuator applications.
Figure 1 illustrates automotive networking bus types showing their typical data rates against the relative cost per
node.

Figure 1 – Cost per node comparison of automotive networking protocols

To serve the needs of automotive electronic system designers, Atmel provides a comprehensive range of devices
for both CAN and LIN applications. Atmel’s LIN product portfolio includes stand-alone transceivers; system basis
chips (SBC) which integrate a transceiver, a voltage regulator, and often other functions; and Atmel AVR
microcontroller based system-in-package and application-specific (ASSP) devices. Atmel devices utilize a
BiPolar, CMOS and DMOS (BCD) on SOI technology. These combine high voltage capability with the benefits of
silicon-on-insulator (SOI) technology that offers high temperature capability, very low leakage current, and latch
up immunity.
Figure 2 – Example of automotive LIN applications

High Voltage
Figure 2 above shows an example of applications that use LIN for connectivity. These applications typically
require high voltage devices that are able to operate directly from the car’s battery voltage to efficiently control
12V mechanical actuators. Examples would be window lift, seat positioning, windshield wipers, and turbocharger
flap controls. Integrated drivers are usually incorporated on-chip that can provide up to 1 Ampere of current.
Above that, external MOSFETs are used. Since external MOSFETS cannot be directly driven by a
microcontroller, integrated gate drivers are used, common examples being H-bridge and B6 gate drivers. Any
microcontroller used to control such applications would be operating at a voltage lower than the car battery
voltage, so an SBC with a low drop-out voltage regulator is typically used to provide the regulated voltage for the
MCU.

Typically operating in a small cluster of between 10 – 16 LIN slave nodes, an 8-bit Atmel microcontroller can be
used for these applications while still meeting the required reaction times.

Noise immunity can be a challenge for LIN-based applications. This is because a LIN bus may be several meters
long and exposed to electronic noise. Atmel devices have very robust EMC/EMI characteristics. Automobile
manufacturers stipulate adherence to common standards, which Atmel’s devices have been certified against.
Atmel has a very robust SOI technology on its family of LIN devices that are fail-safe. Some of Atmel’s LIN-based
devices come with the lowest layer of the LIN protocol software stackimplemented in hardware. This greatly aids
the BoM (Bill of Material) for applications where cost is a key consideration. It also releases the maximum amount
of flash memory for the application. Atmel also works with leading industry partners to assure that complete
production-quality LIN protocol software stacks are available.

Figure 3 – H-Bridge control for small DC motor

Atmel’s newest system basis chip family, the ATA663xxx, makes it easily possible to develop inexpensive yet
powerful slave and master nodes for LIN bus systems. As an example ATA6633xx features three high voltage
protected switches, a LIN 2.2a and SAEJ2602-2- compliant LIN transceiver, and a low-drop voltage regulator –
customer may choose upon a version that provides either 3.3V or 5V output voltage with up to 85mA current
capability. The Atmel ATA6633xx is especially designed for LIN switch applications and includes almost the entire
LIN node integrated within a single package. The superior set of features make the ATA6633xx valuable for many
other applications like LED control, relay control, external transistor control, etc. Additionally the ATA6633xx
device offers various features to improve system-level robustness and reliability, such as under-voltage detection,
over-temperature and short-circuit protection of voltage regulator and bus pin, and voltage measurement at the
high-voltage ports and the supply voltage.

Figure 3 illustrates an example motor control application using the ATA6633xx. The illustrated design is typical of
what might be found in a window-lift application where relays are used to provide bi-directional drive to a DC
motor. As this example shows, a complete LIN-connected ECU can be designed using just the ATA6633xx, an
Atmel host MCU, and several passive components.
Car Access
Another segment of automotive electronics that has experienced significant growth and consumer acceptance is
the field of vehicle access. The enabling technologies in these systems are wireless interfaces; a) radio frequency
(RF) in the range of 300-900MHz and b) low frequency (LF) in the range of 100-150KHz. Each interface has
unique properties & characteristics making them particularly suitable for these applications. RF communication
interfaces typically span long distances (30-300m) and allow the use of many noise mitigation techniques to
insure the reliable exchange of data. LF communication interfaces generally cover much shorter distances ( <
10m for receive only and < 0.05m for transmit & receive applications), enable power harvesting from the LF field
and can be modulated and demodulated using significantly smaller currents than required for RF.

From the beginning Atmel has offered RF transmitters & receivers for Remote Keyless Entry (RKE) systems. As
OEM demands for greater range and higher reliability along with lower current consumption grew; Atmel remained
committed to offering new transmitters, receivers and transceivers with increasing capability. Today this includes
the integration of highly efficient microcontroller technology that results in ultra-low power single-chip solutions for
car access applications.. An example of an RKE transmitter key fob device is the ATA577x series. As shown in
Figure 4, it combines an Atmel microcontroller with 4K of user memory and a fixed-N PLL RF transmitter.

VCC

68nF

VCC
24 23 22 21 20 19 SW1
XTAL

GND
GND_RF
ENABLE

VS_RF
GND

1
VCC PA0
18 SW2
2
PB0 PA1
17
3
SW3
PB1
ATA577x PA2
16
4
PB 3 / RESET PA3 / T0
15
5
PB2 PA4 / SCK
14
6
PA_ENABLE
PA6 / MOSI

PA7 PA5 / MISO

13
ANT2

ANT1

GND
CLK

7 8 9 10 11 12

VCC

RF Choke

Figure 4 – ATA577x key fob schematic for RKE

Vehicle access systems today are also able to offer engine immobilizers (IMMO) and passive entry / passive start
(PEPS). While RKE relies exclusively on radio frequency (RF) for wireless operation, IMMO and PEPS systems
use low frequency (LF). A key fob equipped with IMMO must be able to “listen” and “reply” to a vehicle initiated
query without the use of a battery. This demands control electronics in the fob that operate at miniscule power
levels through energy that is harvested from the LF field generated by the vehicle. For the vehicle to authenticate
the key fob, the highly secure Advanced Encryption Standard (AES) is used.

Another example of a highly integrated Atmel device is shown in Figure 5. Again, it shows the very low external
part count needed to realize a key fob with both RKE & IMMO capability. The ATA5795 includes a microcontroller;
secure EEPROM, LF transponder and an RF transmitter with programmable output power, frequency and
modulation parameters. NOTE: The IMMO is fully operational even if the coil cell battery is discharged.

Figure 5 – ATA5795 key fob schematic for RKE with Immobilizer

More recently, the popularity of PEPS has grown due to its convenience - no longer the need to fumble around for
a key fob to press a button to unlock the car - and the consumer’s acceptance of the paradigm shift from “turning
a key” to “pushing a button” to start a vehicle. The PEPS system is a hybrid of both LF and RF wireless
technologies. Of particular interest in PEPS systems is the requirement for it to be able to accurately measure the
key fob’s location with respect to the vehicle. Once this is known, the vehicle can unlock its doors (key fob is
outside the car), prevent accidental locking of car (key fob is inside the car) or allow engine start (key fob is inside
the car).

Recognizing that the customer is interested in a system solution, not just a “chip”, years ago Atmel embarked on a
mission to develop wireless communication protocol stacks on which RKE, IMMO, & PEPS systems could be
developed and to freely offer them to customers. All are open source and available for customer use and/or
adaptation into their system. This encourages competition and interoperability that enables market forces to drive
lower system costs to the consumer. It also exposes the protocol stacks to the public for critical peer review by
experts which improves protocol strength and resistance to attack. All feature 128 bit AES encryption for fast and
secure authentication and each are uniquely configurable to enable flexibility in design.
In order to assist engineers in developing automotive vehicle access designs, Atmel offers the ATAK51003
Evaluation Kit, a complete system reference design that provides the latest devices and open-source wireless
protocols for remote keyless entry (RKE), passive entry / passive start (PEPS) and immobilizer (IMMO)
applications.

Human-Machine Interface/Infotainment/Touch
One area within the car that has experienced major innovation in the past years is that of touch-sensing. It has
had a dramatic effect on the user interaction with the vehicle’s controls. Touch-sensing controls, whether
implemented by buttons, wheels, sliders, touchpads, or by touchscreens are finding their way into many
applications. Initially used for navigation and infotainment applications, current applications also include climate
control and many other car controls that you might find on the centerstack console. These replace and enhance
traditional switches with touch pre-detection prior to pushing a mechanical button.

Proximity detection is used to wake up a module as the user’s finger comes toward it. For example, proximity
sensors located in the door handle are now being used to wake-up and initiate passive entry systems that are
used to authenticate the user’s key fob.

Figure 6 – Examples of automotive touch applications

A series of automotive-qualified touch controller devices is available from Atmel that exhibit superior performance,
fast response times, and precise location detection, even with the user having a gloved hand. The maXTouch
range of touchscreen controllers provides support for detecting up to 16 touches on screens up to 12 inches and
more in size over the temperature range of −40 to +105°C.
For most touchscreen or touchpad based applications, noise immunity is a primary concern. This is addressed by
multiple filter algorithms in the touchscreen controller device which ensure a stable operation even in noisy
environments When interfacing a touchscreen application to an ECU, the use of the CAN bus would be required
since LIN transfer rates are too slow for such applications. Typically, the touch sensing controllers would
communicate via either I2C or SPI to the host MCU/MPU so long as they are co-located.
Atmel has a technology showcase concept called AvantCar (see figure 7) that is a fully-functional centerstack
console. This console highlights two large curved touchscreen displays with no mechanical buttons which is
enabled by a maXTouch® controller, QTouch®, and automotive-qualified MCUs and LIN drivers for the ambient
lighting control.

Figure 7 – Atmel AvantCar Centerstack Concept

Conclusion
For the future, automotive OEMs will be looking at more integration of some control functions. Wireless and touch
interface technologies have opened the door to increased levels of integration. A modern vehicle may have as
many as 50, or more ECUs, most of them connected to the various LIN and CAN busses. Consolidation of ECU
functions will put much more pressure on the available bus bandwidth and may lead to a quicker adoption of other
bus technologies, such as CAN-FD, and Ethernet for automotive use. Automotive Ethernet is capable of 100 Mb/s
while derivatives of the CAN bus include CAN-FD and CAN-PN and are also finding application in automotive
electronics. As a part of our “technology” DNA, Atmel continues to leverage our expertise and know-how to
enable easier adoption and advancement in these areas for automotive designers
Editor's Notes About Atmel Corporation
Atmel is a leader in microcontrollers and touch solutions. Headquartered in San Jose, CA, Atmel (NASDAQ:
ATML) has 40 local sales offices worldwide. Atmel is a worldwide leader in the design and manufacture of
microcontrollers, capacitive touch solutions, advanced logic, mixed-signal, nonvolatile memory and radio
frequency components. With wafer fabrication locations in Colorado Springs, CO, and third party foundries, Atmel
is able to provide the electronics industry with complete system solutions focused on industrial, consumer,
security, communications, computing, and automotive markets. In addition, the company has test and assembly
facilities in the Philippines and subcontractors, employing nearly 5600 employees worldwide.
Further information can be obtained from the Atmel website at www.atmel.com.

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