Professional Documents
Culture Documents
4.4) The Dynamo or Generator ____________________ 18 8.1) Electronic Control Module (ECM) ______________ 36
5.2) Various Torque terms used with engine starting __ 23 9 – SENSORS AND ACTUATORS ____________ 39
5.4) Starting motor drives ________________________ 24 9.2) Automotive sensors explanation ______________ 40
6.3) Distributor less Ignition system ________________ 29 10.3) Electronic flasher circuit ____________________ 49
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Table of contents
11 – ACCESSORIES ___________________________ 51
12 – TELEMATICS ____________________________ 55
1 – Batteries
Requirements, construction, principle of operation and working of the following types of batteries: Lead acid, Alka-
line, ZEBRA, Sodium Sulphur and Swing battery. Ratings, charging, Maintenance, and testing of Lead-Acid battery
1.2.2) Battery Ratings
An automobile battery is rated in one of the follow-
ing ways
1.1) Battery Requirements
Ampere hour capacity (A-h): This describes how
The vehicle battery is used as a source of energy much current a battery is able to deliver for 10 or 20
when the engine, and thus the alternator is not running. hrs. It is seldom used now days. It is denoted by the
The battery has a number of requirements they are as amount of current it can supplied multiplied by the
follows: amount of time it can supply that current. For exam-
To provide power storage and be able to supply it ple, a battery with a capacity of 44 A-h indicates that
quickly enough to operate the vehicle starter motor. the battery is able to supply 2.2Amps for 20hrs before
it is completely discharged to a voltage of 1.75 Amps.
To allow the use of parking lights for automobile for a
reasonable amount of time. Reserve capacity: This is the system that is now used
on most batteries. It is quoted as a time the battery
To allow operation of accessories when the engine is
will supply 25A at 25oC to a final voltage of 1.75V per
not running.
cell. This is used to give an indication of how long will
To act as a swamp to damp out fluctuations of system a battery could run the car if the engine charging sys-
voltage. tem was not working. Typically a battery with 44 A-h
To allow dynamic memory and alarm systems to re- capacity has a reserve capacity of 60 mins.
main active when the vehicle is left for some time. Cold Cranking Amperes (CCA): This is a rating defining
The battery should carry out all the above in a tem- the battery performance at high current output at low
perature range, usually from -30oC to +70oC. temperatures. A typical value of 170A means that the
battery will supply this current for one minute at a
1.2) The Lead Acid Battery
temperature of -18oC, at which point the cell voltage
1.2.1) Construction will fall to below 1.4V. It should be noted that the
The basic construction of a nominal 12 V lead acid overall output of the battery is more when spread
battery consists of six cells connected in series. Each cell, over a big time, this is because the chemical reaction
can be carried out only at a certain speed.
producing 2V, is housed in an individual compartment
with a polypropylene, or similar case. The active material
is held in grids or baskets to form positive and negative
plates. Separators made from micro porous plastic insu-
late these plates from each other. The grids connecting
the strips and the battery posts are made of lead alloy.
For many years this was lead antimony (PbSb) but lately it
has been lead calcium (PbCa). The newer materials cause
less gassing of the electrolyte when fully charged. This is
one of the main reasons why sealed batteries became Graph – 1.2.2.1 Battery rating relations
usable as the water loss was considerably reduced. How- 1.2.3) Working
ever, even modern batteries have a small amount of vent A fully charged lead acid battery consists of Lead pe-
to release the little pressure that builds due to the little roxide (PbO2) as positive plates and spongy lead (Pb) as
gassing. negative plates, immersed in a diluted solution of sulfuric
acid (H2O + H2SO4). The diluted electrolyte has a relative
density of 1.28.
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Chapter 1 - Batteries
When sulfuric acid is in aqueous solution, it disso- following is considered as considerable. The charging re-
ciates into 2H++ and SO4- - ions. The voltage of a cell is quires to ‘put back’ the same ampere hour capacity in the
created when the electrons of the electrodes ions are battery, as was initially. Thus the question is not how
forced into the solution by solution pressure. Lead will much to charge but at what rate to charge. There are a
give up 2 positively charged atoms into the solution, thus number of ways to charge a battery, they are as follows:
freeing 2 electrons. Thus electrode now has excess of The old convention was to charge battery at one
electrons and will become negative w.r.t the electrolyte. If tenth of Ah capacity for about 10 hrs or less. However
another electrode is immersed in the electrolyte, a poten- this is now obsolete
tial difference is created and the cell will conduct. This is To charge at 1/16th of reserve capacity, again for 10
the principle of the lead acid battery. hrs or less
To charge at 1/40th of cold start performance figure,
DURING DISCHARGING: again for up to 10 hrs.
At positive plate: Lead peroxide tends to combine Clearly, if a battery is only half discharged, only half
with dissociated H++ and become lead oxide and water. At the time is required to charge it.
the same time this lead formed (Pb++) tends to combine All the above methods opt for a constant current
with sulphate and form lead sulphate. The reaction is as charging source. However, a constant voltage charging
given below system is best for battery charging. This means that the
charging source voltage (that includes the car charging
PbO2+4H++2e- PbSO4+2H2O system) is held at a constant level, and the current flowing
At negative plate: The lead looses 2 electrons and to charge depends upon the amount of charge in the bat-
becomes positively charged, this then combines with the tery.
sulfate in the electrolyte and gives lead sulfate as follows Another way to charge the battery is boost charge it.
Pb+SO4- -PbSO4+2e- It is popular method and is applied in many workshops. In
this method, the battery is charged at about 5 times the
DURING CHARGING: normal recommended charging rate and the battery will
The process is reverse of that of above. attain 70-80% of its full charge in about one hour. Howev-
er, during this method, the battery temperature must not
At positive plate:
exceed 43oC
PbSO4 – 2e- +2H2O PbO2+H2SO4+2H++
1.2.5) Maintenance
At negative plate:
The modern Lead acid battery is maintenance free.
PbSO4+2e-+2H+Pb+H2SO4
However, older and conventional batteries require elec-
NET REACTION trolyte topping up. Battery posts are still prone to corro-
PbO2+2H2SO4+Pb
2PbSO4+2H2O sion and the usual hot water washing is required some-
times. To prevent corrosion, petroleum jelly is applied to
1.2.4) Battery voltages.
the terminals as a precautionary measure also. If the bat-
Acid density Cell Voltage Battery voltage % Charge
tery case and the top remains clean, self discharging can
1.28 2.12 12.7 100
be avoided.
1.24 2.08 12.5 70
It is not advisable to let the state of charge of the
1.20 2.04 12.3 50
battery fall below 70% or less for long periods as the sul-
1.15 1.99 12.0 20 fate on the plates can harden, making recharging difficult.
1.12 1.96 11.8 0 Sulfation of batteries is another problem. Sulfation
refers to the process whereby a lead-acid battery (such as
Table – 1.2.4.1 Battery voltages at different charges a car battery) loses its ability to hold a charge after it is
1.2.4) Charging kept in a discharged state too long due to the crystalliza-
Usually, every battery manufacturer has got his own tion of lead sulfate.
charging specifications. However, in a general aspect, the
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Chapter 1 - Batteries
Electrolyte: Potassium hydroxide and water (KOH + lyte freezes at 157 °C, and the normal operating tempera-
H2O) ture range is 270–350 °C
Reaction: 1.5) Sodium Sulfur Battery (NaS)
2NiOOH+Cd+H2O+KOH2Ni(OH)2+CdO2+KOH NaS consists of a cathode of liquid sodium into which
The above is a simplified reaction. The electrolyte is placed a current collector. This is a solid electrode of
does not change during reaction and hence relative densi- beta alumina. A metal can that is in contact with the
ty cannot be an indication of charge. anode (a sulfur electrode) surrounds the whole assembly.
Voltage: The running temperature of the cell is 300-350oC. A
The cell voltage is 1.4V but falls rapidly to 1.3V as heater rated at a few hundered watts is required as part
soon as discharge begins. At 1.1V, cell is fully discharged. of the charging circuit which needs to be on even when
the car is not running.
Each cell is small, using about 15g of sodium each.
This means that the cells can be distributed around the
vehicle, making packaging easy. The problem today is to
find a suitable, cheap casing of the cell, due to corrosive
nature of sodium. Highly costly chromized coating is used
today.
The cell voltage is about 2.1V.
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Chapter 2 - Fuel cells
2 – Fuel cells
Introduction to fuel cells and fuels used. Construction operation of Proton Exchange Memrane, Alkaline Electrolyte,
Medium and High temperature fuel cells, Reformers.
thode side of the MEA, thus creating the current output
2.1) Introduction
of the fuel cell.
A fuel cell is an electrochemical energy conversion
Meanwhile, a stream of oxygen is delivered to the
device. It produces electricity from various external quan-
cathode side of the MEA. At the cathode side oxygen mo-
tities of fuel (on the anode side) and an oxidant (on the
lecules react with the protons permeating through the
cathode side). These react in the presence of an electro-
polymer electrolyte membrane and the electrons arriving
lyte. Generally, the reactants flow in and reaction prod-
through the external circuit to form water molecules. This
ucts flow out while the electrolyte remains in the cell.
reduction half-cell reaction is represented by:
Fuel cells can operate virtually continuously as long as the
4H++4e-+O22H2O
necessary flows are maintained.
Fuel cells are different from batteries in that they
consume reactant, which must be replenished, whereas
batteries store electrical energy chemically in a closed
system. Additionally, while the electrodes within a battery
react and change as a battery is charged or discharged, a
fuel cell's electrodes are catalytic and relatively stable.
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Chapter 2 - Fuel cells
2.5) Reformers peratures of 1000oC and hence it has reliability as one
The basic necessity of any fuel cells is to obtain major problem. However, it generates a major by
product i.e. steam. This steam can be used to run tur-
supply of hydrogen. Reformers are systems that can con-
bines which can also generate more electricity, this
vert hydrocarbons, alcohols etc into pure hydrogen. One increases overall efficiency of the system.
very significant reformer is the steam reformer. Molten Carbonate Fuel Cell (MCFC): these fuel cells
It is also the least expensive method. At high tem- also generate steam which can be used similarly as
peratures (700 – 1100 °C) and in the presence of a metal- that in SOFC. They operate though at about 600oC
based catalyst (nickel), steam reacts with methane to which makes them more cheaper than the SOFC.
yield carbon monoxide and hydrogen.
CH4 + H2O → CO + 3 H2
Additional hydrogen can be recovered by a lower-
temperature gas-shift reaction with the carbon monoxide
produced. The reaction is summarised by:
CO + H2O → CO2 + H2
Steam reforming of liquid hydrocarbons is seen as a
potential way to provide fuel for fuel cells. The basic idea
is that for example a methanol tank and a steam reform-
ing unit would replace the bulky pressurized hydrogen
tanks that would otherwise be necessary. This might miti-
gate the distribution problems associated with hydrogen
vehicles. However, there are several challenges asso-
ciated with this technology:
The reforming reaction takes place at high tempera-
tures, making it slow to start up and requiring costly
high temperature materials.
Sulfur compounds present in the fuel poison certain
catalysts, making it difficult to run this type of system
from ordinary gasoline. Some new technologies have
overcome this challenge, however, with sulfur-
tolerant catalysts.
The carbon monoxide (CO) produced by the reactor
poisons the fuel cell, making it necessary to include
complex CO-removal systems.
2.6) Other fuel cells
Apart from the cells mentioned above, there are sev-
eral other types of fuel cells used. Some of them are as
listed below
Phosphoric Acid Fuel Cell (PAFC): it has a potential
use in small stationary power generation systems. It
operates at a higher temperature than the PEMs and
hence requires longer warm-up time. This makes
them unsuitable for automobile applications.
Solid Oxide Fuel Cell (SOFC): they are best suited for
large scale stationary power generators to provide
electricity for factories or towns. It operates at tem-
3 – 42 Volt technology
Introduction, Transition from 12V to 42V electrical system, Need for 42V automotive electrical system, 42V automo-
tive power system, Method of controlling 12V system in 42V architecture. Present developments in 42V technology.
1980s: Power demands of cars growing by 4% a year,
3.1) Introduction and we are already crossing the 2kW mark. 3kW is a
As vehicles have become more and more complex kind of breaking point for the 12V battery system. At
with n number of accessories such as multimedia, climate 3kW power consumption, 79% of engine power will
control, safety systems, and then are the engine and not make it to the driveline!
transmission systems such as sensors and actuators, fuel 1990s: Thought of ‘beltless’ engines, which means
pumps, coolant pumps etc. All these are increasing the engine drives only drivelines. Compressor fuel pumps
load on the electric battery of a car. If the car is being etc driven by alternate electric source. It was here
that 42V technology was coined.
kept on loaded with such amenities, soon then 12 V sys-
1996: Mercedes sponsored MIT students completed
tem of a car will no longer be able to cope with the power
report on 42V technology after a detailed study of
demands. Even today, some high end car manufacturers
American and German OEMs.
are being faced with this problem of electric energy.
2002-2003: Early predictions of 1990s showed that
Moreover, with more electric power on board, some sys- 42V systems would be introduced in cars by this year.
tems that use hydraulic or mechanical principles can be However many roadblocks prevented it from hitting
converted to electric thereby reducing overall long term the road.
cost. 2004: European OEMs claim to have ready technology
Today’s 12V batteries are charged by 14V supply. A to incorporate the 42V systems.
42V technology offers a 4 fold leap in the power output, 2010: Estimated time by which 42V technology will be
and thus the charging power as well. Hence it is termed as introduced in production cars.
42V (i.e. 14V x 4 = 42V) technology. 3.3) Roadblocks
3.2) Timeline of automotive electrical pow- Inspite of the potential advantages of the technolo-
er source. gy, the industry is not completely sure on the profit as-
pects of the system. A few roadblocks in transition is as
The various milestones in the automotive electrical
given below
power source is as given below:
Invention of cars used 6 V technology Economic hurdles:
1912: Electric starter motor developed which changed 1. Is market ready yet: Although people are increasing
electric needs of a car. in their automotive power demand, will they pay for
Early 1950s: Implementation of high powered head- such a change in technology? It is a fact that most
lights. Introduction of high compression V8 engines power hungry vehicles are only the high end luxury
with higher spark demands. cars. What about the low end versions?
Late 1950s: 6 volt batteries transited to 12V batteries. 2. Today’s electric components may become obsolete:
It is sometimes referred to as 14V also as the charging Components used today work on 12V technology.
voltage for the battery was 14V. transition was easy Shifting to a 42V technology means that all these
as the new systems utilized 6V technology that was components need to be changed and upgraded, or
simply adapted to work on higher voltages. additional circuitry be introduced to incorporate the
same old components.
1960s and 70s: Transistors and integrated circuits re-
placed vacuum tubes. Radios became compact and 3. Are OEMs ready: With 90% of the electric compo-
portable and thus were fitted in cars. Along with this nents purchased from OEMs, it is necessary that all
came the requirement of instantaneous warm-up, these OEMs need to modify their production lines in
electronic engine controls, seat belt/starter interlock order to manufacture the new technologically adapt-
systems were the first to show up on cars. able components. This increases the overall cost on
the consumer.
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Chapter 3 – 42 Volt Technology
4. Change in standards: International and local govern- capacitance of the system, yet this needs to be consi-
ment automotive standards are based on 12V tech- dered.
nology. To incorporate the new technology, theses in-
Myth about Safety
stitutes need to create workgroups and redefine the
standards, which again is a costly process. It is said by many scientists that the 42V technology
would increase safety risks. However, tests conducted
5. Tools and equipment: Today’s after sales service
as early as 1930s and lately by the German standard
workshops such as garages etc have to incorporate
committee concluded that voltages below 60V are not
new tools to test and diagnose the car on the new
harmful. And as the voltages of the 42V technology is
technology. This means replacement of costly engine
below that level, there is no safety problem as such.
analyzers and many such equipment.
6. Wait till the need arises: Due to many of these disad- 3.4) Benefits
vantages, many automotive and supplier companies Current Technolo- 42 V technology
are simply looking to the other way. This means that gy
they wish to tackle the problem only when an urgent
Electric power More power with improved fuel
need has arised.
steering economy
Technical hurdles: Electric brakes Redundant power supplies
1. Roadside assistance: Jumpstarting a 42V technology-
Power windows, Reduced size and mass of motors,
run vehicle by an older version can result in cata-
strophic results, causing permanent damage to the power seat belts, hence more efficient
12V system. This also needs to be incorporated in the Power hatchback
research procedure. lifts
2. Lighting: Today’s vehicles, mostly use tungsten fila- Heated catalytic Greater efficiency, smaller units
ment bulbs. A 42V technology means that the fila- converter hence packaging improved
ments need to be further thinned out in order to pro-
Mobile multimedia More power available for DVD
duce the same luminosity. This possesses a serious
challenge to OEMs. An alternate is to use white lights players, fax, GPS, mp3 etc
known as High Intensity Discharge (HID), but then Electric water Improved efficiency with longer
they are costly. pumps service life
3. Voltage regulations: To incorporate today’s technolo- Selected Engine Reduced size and mass hence
gy of 12 V in further 42V technology requires some management sys- increased performance
sort of DC to DC conversion. However DC to DC con- tems (eg, EGR
verters are not cheap, and hence would add on to in-
valves, Throttle
crease in cost. One way to solve this problem is using
pulse width modulation (PWM) which supplies the valves etc etc)
electric energy in pulses. Thus the electric energy re- Fuel pumps Reduced size, hence packaging
ceived will be eventually less. Heated seats Faster heating, hence increased
4. Packaging: Environment under the hood of a car and luxury level
in fact anywhere in the car is very abusive. Tempera- Table – 3.4.1 Benefits of 42V technology
tures, humidity, pressure etc reach extremities which
needs proper care in incorporating the new technolo- Along with the above benefits, a few systems are
gy. elaborated below:
5. Corrosion: There is a divide in the technical communi- Efficiency: The alternator operation requires a lot of
ty regarding this. Some of the people feel that the in- fuel. With the present day 14V alternators, the engine
creased voltage will corrode exposed wires faster, efficiency over the entire speed range is not more
while others think that it would not be a problem. than 60%. In a mixed driving environment (city and
highways) more than 0.5 gallons of fuel is required for
6. Arcing: An increased electrical energy will give rise to
1Kw load output per 65 miles. The 42V technology
Arcing. This, if occurred in the vicinity of the fuel
will bring it down to about 0.15 gallons.
supply line, could result in catastrophic results. The
arcing however would eventually depend upon the
Autotronics notes by YUNUS JABALPURWALA (BE – Auto) Batch 2008. MHSSCoE
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Chapter 3 – 42 Volt Technology
Wiring Harness: The wire size will reduce as the in- Electromagnetic valves
creased voltage means less current can be supplied to Most piston engines today employ a camshaft to op-
almost all applications. Thus the wiring harness flex-
erate poppet valves. This consists of a cylindrical rod run-
ibility will increase.
ning the length of the cylinder bank with a number of ob-
Increased performance: There are 3 ways in which
long lobes or cams protruding from it, one for each valve.
the performance will increase. One is the decrease in
amount of power drained out of the power train. The cams force the valves open by pressing on the valve,
Thus a potential increase in fuel economy. And lastly or on some intermediate mechanism, as they rotate.
is the possibility of including additional equipments in Another problem with the system is the added
the car, preferably for drivers assistance. weight and the option of having only one or to a max of 3
Cheaper semiconductors: This is achieved in semi- or 4 valve timings based on different valve lobes for each
conductors. Today’s semi conductors are built in with valve.
protection against high voltages (of uptp 60V!!). how-
One of the approaches designed to overcome these
ever a carefully designed, new 42V system will re-
move this need and smaller semiconductors can be problems, but which has proved difficult to implement, is
used which will enhance multiplexing. Camless valve trains using solenoids or magnetic systems.
Reduced Mass/cost ratio: Weights of solenoids de- Camless engines would not only be more efficient in
crease almost linearly with the increase in voltage. For terms of mechanical energy, they would also be more
motors the decrement in weight is slightly less dra- flexible, as the valves could be computer-controlled. Infi-
matic as the gears etc will still be there. However, nitely variable valve timing would be possible, though va-
Reiner Emig, VP-Engineering at Bosch says that a riable valve lift would be more difficult. Valeo estimates
weight reduction of up to 20% can be achieved.
that the efficiency of a camless engine would be 20%
3.5) Potential applications greater than a comparable camshaft-operated engine.
Integrated Starter Generator (ISG) Another ability is to use cylinder deactivation. This
means that 2 cylinders of a V8 engine can be deactivated
The ISG is a novel idea which combines the starter
by temporarily closing the inlet valve and at the same
and generator and works on 42V technology. The ISG is
time opening the exhaust valve of those cylinders. Thus
usually mounted directly on the crankshaft between the
the V8 engine will function as a V6 engine with an extra
engine and the transmission, owing to its compact size. It
pair of redundant pistons. This can be done at low loads.
electromagnetically transmits the force to the crankshaft
Cadillac has introduced such engines in their prototypes.
when the key is turned, and starts the engine at a fraction
of time (around 0.2s) which would be usually required in a Also, all the valves can be opened just before starting
the engine, relieving the compression pressure and de-
conventional system. The reason for this that it does not
creasing cranking torque requirement. Even more intri-
have to drive the pinion in mesh with the ring gear and
guing is the ability to combine it with direct fuel injection
this saves time. The ISG also eliminates most engine start-
and start an engine statically using no external rotator
ing noise by electromagnetically damping it.
means. Valves of the appropriate cylinders would be
It is also termed as ‘stop-start’ system due to its re-
closed and an amount of fuel will be injected, which will
duced starting time. For this it can be used to reduce fuel
then be sparked, thus engine is started!
economy and emissions. They have thus a potential for
acceleration boost and breaking energy regeneration. Electrically heated catalytic converter
Thus the car can have no start switch, and the car would Exhaust gas emissions are of great importance today.
simply accelerate on application of the accelerator pedal. Most of these exhaust gasses are controlled by the use of
And the engine would switch off on application of brake, a catalytic converter. However a problem with the catalyt-
hence start-stop. ic converter is that it only operates at a higher tempera-
Moreover, the ISG can create 10kW of power which ture. This incorporates the need of providing means of
is a requirement of 42V technology. heating the converter when it is not hot, during starting
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Chapter 3 – 42 Volt Technology
and in cold atmosphere. With 42V technology, additional pendent brake commands are generated by the ECU
power can be supplied to heat the catalytic converter. based on high level brake functions such as anti-lock brak-
ing system (ABS) or vehicle stability control (VSC). These
Electrical active suspension
command signals are sent to the four electric calipers (e-
Active suspension refers to the system that keeps the
calipers) via a communication network. Thus in an EMB,
passenger compartment in the same horizontal line, or
ABS, traction control, vehicle stability and panic brake as-
flat trajectory when the car encounters a pot hole or a
sist will not be controlled by hydraulic but electrically op-
bump. Active suspension is an automotive technology
erated gearboxes, monitored by the ECM.
that controls the vertical movement of the wheels via an
onboard system rather than the movement being deter- Electric water and oil pumps
mined entirely by the surface on which the car is driving. In most vehicles today, the water pump required for
The system therefore virtually eliminates body roll and cooling and the oil pump for engine lubrication is driven
pitch variation in many driving situations including corner- by a V-belt which connects these pump pulleys to the
ing, accelerating, and braking. crank pulley. This offers direct loss of engine power. With
Electromagnetic recuperative active suspension is the more electric energy available with 42V technology,
one such type that has high power requirement, which these components can be driven by motors, thereby re-
can be easily answered by 42V technology. This type of moving load from the engine and resulting in better fuel
active suspension uses linear electromagnetic motors at- economy.
tached to each wheel independently allowing for ex-
Electric Air Conditioning
tremely fast response and allowing for regeneration of
In today's cars, the air conditioner compressor is dri-
power used through utilizing the motors as generators.
ven by the engine. This creates a similar problem as dis-
This technology allows car manufacturers to achieve
cussed above. An electric motor is the best solution for
a higher degree of both ride quality and car handling by
this problem. Also, the need for an AC arises not only
keeping the tires perpendicular to the road in corners,
when the engine is driving but also when the engine is off,
allowing for much higher levels of grip and control.
like in traffic jams. 42V technology solves this problem.
Electronic power steering
Batteries
Electric power steering (EPS or EPAS) is designed to
On a start-stop system, where in the engine will stop
use an electric motor to reduce effort by providing assist
each time the vehicle stops, say at a traffic light. It is esti-
to the driver of a vehicle. Most EPS systems have variable
mated that the car would need to crank the engine about
assist, which allows for more assistance as the speed of a
50,000 times a year compared to about 1000 times a year.
vehicle decreases and less assistance from the system
As a conventional lead acid battery has a limited charging-
during high-speed situations. This functionality requires a
discharging cycle, it cannot be used in that case. In urban
delicate balance of power and control that has only been
conditions such as cities, with a large number of traffic
available to manufacturers in recent years. The EPS sys-
jams and traffic lights, the battery needs to supply sharp
tem has replaced the hydraulic steering system (HPS or
bursts of energy, and also needs to recharge also quite
HPAS) in many passenger cars recently. Although EPS is so
fast. Current lead acid batteries are still able to give the
far limited to passenger cars, as a higher voltage electrical
required boost, buts fails in the regenerative braking phe-
system is necessary to operate EPS in larger vehicles.
nomenon.
Electromechanical brakes (EMB) Thus lithium ion batteries are mostly proposed for
Brake-by-wire represents the replacement of tradi- the use in 42V technology. These batteries are currently in
tional components such as the pumps, hoses, fluids, belts production in non automotive applications, and have
and brake boosters and master cylinders with electronic been tested for one million cycles of charging and dis-
sensors and actuators. Once the driver inputs a brake charging and also have a good combination of specific
command to the system via the brake pedal, four inde-
Autotronics notes by YUNUS JABALPURWALA (BE – Auto) Batch 2008. MHSSCoE
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Chapter 3 – 42 Volt Technology
energy and specific power. The downfall, however is the the manufacturer to change over all their vehicles at
high cost incorporated. once.
Another battery being developed by Johnson con-
Dual alternator-dual voltage
trols laboratory is a 36V battery using a thin metal foil for
It could be either of the following:
lots of power, while a reserve battery they are developing
Dual alternator
has a bulkier materials for capacity. In general terms of
DC to DC converter.
physical size, the 36V battery will be bigger than a 12V
With this architecture, 42V bus would power the
battery as it would have 24 cells instead of 8. Using
electrical loads that benefit directly from higher voltage
lightweight but similar batteries currently used in motors-
while the rest of the loads would remain on 14V.
ports will solve the problem.
4 – Charging System
Requirements of a charging system. Dynamo: Principle of operation, construction and working. Regulators, Com-
bined current and voltage regulators, etc. Alternator: Principle of operation, Construction, working. Rectification of AC to
DC.
Fig 4.2.1.1 shows the increase in alternator current
4.1) Introduction
demands over the years. Continuous loads are those
The modern charging system hasn't changed much in
which need to be supplied continuously by the alternator,
over 40 years. It consists of the alternator, regulator
such as firing of spark plugs. Prolonged one is such as
(which is usually mounted inside the alternator) and the
charging of the battery, which is almost continuous ex-
interconnecting wiring.
cept when battery is fully charged. Intermittent would be
The purpose of the charging system is to maintain
amenities such as heated seat, windscreen wiper etc. as
the charge in the vehicle's battery, and to provide the
discussed earlier in Ch 3, load on vehicle has almost
main source of electrical energy while the engine is run-
reached 2kW which is an alarming figure owing to the in-
ning.
creased demands on the alternator.
If the charging system stopped working, the battery's
charge would soon be depleted, leaving the car with a
"dead battery." If the battery is weak and the alternator
is not working, the engine may not have enough electrical
current to fire the spark plugs, so the engine will stop
running.
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Chapter 4 – Charging System
the voltage attracts a moving ferrous core held back un- 4.5.2) Combined current and voltage regulators
der spring tension or gravitational pull. A regulator consists of a series winding and a shunt
As the voltage increases, the magnetic field strength winding both wound on a single core. The series winding
also increases, pulling the core towards the field and is made up of a few turns of thick wire, one end con-
opening a mechanical power switch. nected to the field terminal of the regulator and the other
As the voltage decreases, the spring tension or end grounded via a contact point. The other winding is
weight of the core causes the core to retract, closing the the shunt winding which is made up of a few turns of thin
switch allowing the power to flow once more. wire., one end of which is connected to cutout relay and
the other to the ground.
If the mechanical regulator design is sensitive to As shown in fig 4.5.2.1, a combined current and vol-
small voltage fluctuations, the motion of the solenoid tage regulator is made up of three basic parts, a voltage
core can be used to move a selector switch across a range regulator, a current regulator and a cutout relay. We shall
of resistances or transformer windings to gradually step discuss each part one by one as follows
the output voltage up or down, or to rotate the position Voltage regulator
of a moving-coil AC regulator.
The operation of the voltage regulator is same as the
Early automobile generators and alternators had a one explained above. When the generator produces a
mechanical voltage regulator using one, two, or three re- higher voltage than required, and for which the regulator
lays and various resistors to stabilize the generator's out- is set, the force due to the shunt and series winding will
put at slightly more than 6 or 12 V, independent of the pull down the armature, thereby breaking the contact
engine's rpm or the varying load on the vehicle's electrical points. Once this happens and the contact points are bro-
system. Essentially, the relay(s) employed pulse width ken, the voltage starts to reduce till a point is reached
modulation to regulate the output of the generator, con- that the voltage through the windings is insufficient to
trolling the field current reaching the generator (or alter- hold the armature down and again the contact is estab-
nator) and in this way controlling the output voltage pro- lished due to spring action of the contact arm. This hap-
duced. pens several times in one second (around 200 times!) and
The regulators used for generators (but not alterna- the voltage is regulated by pulse width modulation.
tors) also disconnect the generator when it was not pro-
ducing electricity, thereby preventing the battery from Current regulator
discharging back through the stopped generator. The rec- The current regulator also works on somewhat the
tifier diodes in an alternator automatically perform this same principle of electromagnetic field generation. It con-
function so that a specific relay is not required; this ap- sists of a heavy series winding around a core. The contact
preciably simplified the regulator design. Fig 4.5.1.1 points are closed and the generator field circuit is
shows a voltage regulator. grounded. When the load on the generator increases, the
A current regulator also works on almost the same generator voltage is insufficient to operate the voltage
principle as a voltage regulator regulator and current continues to rise till a stage is
reached when the current regulator coil is sufficient to
pull the armature down separating the contact points,
thus inserting sufficient resistance for the generator out-
put until the current decreases to an allowable value in
which case, the current will fall and thus the winding will
have insufficient energy to hold the armature down. Con-
tact is again made and current again starts to rise.
Fig – 4.5.1.1 voltage regulator
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Chapter 5 – Starting system
5 – Starting System
Requirements, Carious torque terms used. Starter motor drives : Bendix, folo through, Barrel, Rubber compression,
Compression spring, Friction clutch, Overruning clutch, Dyer. Starter motor solenoids and switches, Glow plugs.
The "starting system", the heart of the electrical sys- Fig 5.1.1 shows the basic diagram of the engine start-
tem in your car, begins with the Battery. The key is in- ing system in conjunction with the other electric systems
serted into the Ignition Switch and then turned to the of a car.
start position. A small amount of current then passes
through the Neutral Safety Switch to a Starter Relay or
Starter Solenoid which allows high current to flow
through the Battery Cables to the Starter Motor. The
starter motor then cranks the engine so that the piston,
moving downward, can create a suction that will draw a
Fuel/Air mixture into the cylinder, where a spark created
by the Ignition System will ignite this mixture. If the
Compression in the engine is high enough and all this
happens at the right Time, the engine will start.
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Chapter 5 – Starting system
the amount of thermal diffusion which will occur when
the engine attempts to start.
The use of a glow plug is only in diesel engines. The
reason is that diesel engines rely solely on compression.
The piston rises, compressing the air in the cylinder; this,
by natural effect, causes the air's temperature to rise. By
the time the cylinder reaches the top of its travel path,
the temperature in the cylinder is very high. The fuel mist
is then sprayed into the cylinder; it instantly combusts,
forcing the piston downwards, thus generating power.
The pressure required to heat the air to that temperature,
Fig – 5.4.6.1 – Dyer drive however, necessitates the use of a large and very strong
5.5) Starter motor solenoids engine block. The problem posed is that in cold weather,
A relay is a device that allows a small amount of elec- if the engine has not been running (as is the case when
trical current to control a large amount of current. A car the car is left to sit overnight), that large engine block be-
starter motor uses a relay to solve the problem that a car comes very cold; when one then attempts to start the
has in needing a large amount of current to start the en- engine, the cold engine block acts as a heat sink, quickly
gine. A starter relay is installed in series between the bat- dissipating the heat generated by the pistons compressing
tery and the starter. Some cars use a starter solenoid (as air. The engine is then unable to start, because it cannot
shown here) to accomplish the same purpose of allowing generate and maintain enough heat for the fuel to ignite.
a small amount of current from the ignition switch to con- Thus glowplug generates this heat for the starting of the
trol a high current flow from the battery to the starter. engine.
6 – Ignition systems
Capacitor Discharge Ignition System, Distributor less ignition system, direct ignition system. Hall effect pulse genera-
tor, Inductive pulse generator, Constant dwell system, constant energy system.
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Chapter 6 – Ignition system
voltage is induced in the secondary winding, which gives
the spark to the spark plugs. A figure of an ignition coil is
as show in in fig 6.1.2.1.
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Chapter 6 – Ignition system
6.5) Inductive pulse generator flow. As the distributor rotates, the ferrite rod passes the
These use the principle of electromagnetic induction pickup and the magnetic linkage allows an output from
to produce a signal. It is schematically as shown in fig the pickup secondary winding. Via a smoothing stage and
6.5.1. many forms exist but all are based around a coil of the power stage, the ignition coil will now switch off, pro-
wire and permanent magnets. ducing a spark.
The rotating member is referred to as the relucator The drawback of the system was that at higher en-
and as it rotates, there is a variation of the magnetic flux gine speeds, the time available to charge the coil was in-
interacting with the coil. The number of peaks per cycle sufficient which resulted in poor quality spark.
depends on the number of cylinders. 6.7) Constant energy systems
Constant energy means that, within limits, the ener-
gy available to the spark plug remains constant under all
working conditions.
The basis of this system is that the dwell must in-
crease with the increase in engine speed. This will only
benefit if the ignition coil can be charged to its full capaci-
Fig – 6.5.1 – Inductive pulse generator. ty in a smaller time, i.e. the time available for the maxi-
6.6) Constant Dwell system mum dwell at the highest possible engine speed. The con-
Dwell is measured as an angle: with contact ignition, stant energy coils are very low resistance and low induc-
the points gap determines the dwell angle. The definition tance. Typical resistance is less than 1 ohm.
of contact ignition dwell is: 'the number of degrees of dis- Due to the high nature of constant energy ignition
tributor rotation with the contacts closed'. coils, the coil cannot be allowed to be switched on for
Basically, dwell when applied to an ignition is a more than a certain time. This is not a problem when en-
measure of the time during which the ignition coil is gine is running at variable dwell or current limiting circuits
‘charging.’ In other words it is the time for which the cur- which limits coil overheating. Some form of protection
rent is flowing through the primary coil. The above defini- must be provided for when the ignition is on but engine is
tion, though holds true, but nowadays it is described as a not running. This is called the ‘stationary engine primary
percentage of a charge-discharge cycle. current cutoff’
One example of the constant dwell system is the Lu- An energy value of 0.3 mJ is required to ignite a static
cas OPUS (Oscillating Pickup system). It consists of a tim- stoichiometric ratio. In some conditions, the need rises to
ing rotor, in the form of a plastic drum with a ferrite rod 3-4 mJ. This has made constant energy almost essential
on each cylinder embedded around its edge. This rotor is for all today's vehicle to meet the stringent emission
mounted on a shaft of a distributor. Another part of the norms.
system is the ‘pickup’ which is mounted on the base plate
and comprises of an E shaped ferrite core with primary
and secondary windings enclosed in a plastic case. Three
wires are connected from the pickup to the amplifier. The
amplifier contains an oscillator to energize the primary
pickup winding, a smoothed circuit and a power switching
stage.
The mode of operation of this system is that the os- Fig – 6.7.1 Constant energy systems
cillator supplies a 450 kHz AC signal to the pickup primary
winding. When one of the ferrite rod is in proximity to the
pickup, the power transistor allows primary ignition to
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Chapter 7 – Wiring
7 – Wiring
Cables, sizes, colours, codes, connectors. Multiplex wiring system, Wiring harness system, CAN system
Protection against corrosion is done in two ways, one
7.1) Electrical cables
by applying water repelling grease on the terminal and
7.1.1) Cable sizes other is by manufacturing a suitable rubber seal. Many a
Cables used for automobile are always copper times, both are used in conjunction as well.
strands insulated with PVC. Copper beside its low resistivi- Circular multipin connectors are used in many cases
ty of about 1.7x10-8 Ωm has ideal properties such as duc- with pins varying from sizes of 1mm to even 5mm. The
tility and malleability. Moreover, PVC on the other hand thing to be most careful is that the connections go where
has a resistivity of 1015 Ωm but is also resistant to all au- they are supposed to go. Thus special male female con-
tomobile oils and fuels (except battery electrolyte). nectors for different applications are incorporated with
The size of the cable used determines the current full proofing against faulty connections. This means that
drawn by the consumer. Larger cables means smaller vol- one plug shall only fit into one socket in the vicinity, and
tage drop in the circuit but higher the diameter. thus a thus cross connection is avoided. Various types of connec-
trade off is necessary. tions are shown in fig 7.1.2.1.
It is designated by a number X Y. X designates num-
ber of strands, and Y designates diameter in mm. For ex- Fig – 7.1.2.1 – Different connections used in cars
ample, 15 0.3 indicates, 15 strands of 0.3mm diameter
wire.
7.2) Wiring harness system
The vehicle harness system has developed over the
7.1.2) Cable colours years from a loom containing just a few wires, and to
There are several colour codes used by different looms used at present in top of the range vehicles, con-
manufacturers and different legislative standards. They taining as much as 1000 separate wires. Modern vehicles
are yet to be standardized globally. The colour codes as have wiring harness constructed in a number of ways,
per British standards are given in table 7.1.2.1. which are given as follows:
Colour Use Bundle of wires wrapped in non adhesive PVC tape.
Brown Main battery feed The tape is non adhesive as it gives flexibility to the
Blue Head light bundle of wires
Red Sidelight Place the cables side by side and plastic weld them.
This makes it flat, which causes the cables to run
Green Ignition controlled fuel supply through thin sections such as under the carpets etc.
Black Earth The wires are placed in tubes of contours designed as
orange Wiper per shape of the car. It makes the harness design wa-
Slate terproof and also makes it better sealing.
Light green Instruments Requirements
Table – 7.1.2.1 British standard colour codes 1. Cables must be as short as possible
7.1.3) Connectors 2. The loom must be protected against physical damage.
Terminals need to be of high quality creating as little 3. Number of connections must be as low as possible.
blockage to flow of current. They ought to be water proof, 4. Modular design may be appropriate
and loose enough to remove, put back, and tight enough 5. Accident damage areas need consideration
to be in contact in daily use under severe conditions of 6. Production line techniques must be established
vibrations. 7. Access must be possible to the main components
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Chapter 8 – Electronic Engine Controls
8.1.2) Terminologies associated with ECM meter and in context with it, sends a suitable signal to the
In the ECM, there are various terminologies asso- ECM. The ECM reads the signal, and runs it in the ECU al-
ciated. We shall discuss the terms used in conjunction to gorithm according to which corrective action to be taken
the ECU as it is the most important aspect of the ECM. is determined. These corrective actions are then taken by
sending corresponding signals to the actuators which ac-
ECU Algorithm
tually ‘take action.’
An ECU algorithm is a complex set of instructions
The signals that are exchanged are either of two
based on which the ECU works. It is a set of instructions
types,
which gives the exact detail of the way the ECU should act
Analogue: these signals are based on voltage pulses
in all possible engine situations. A complex ECU shall have
and controlled by Pulse width modulation (PWM). Al-
an algorithm that if printed can take thousands of pages! though useful in itself, it is slowly being overrun by
Its complexity is magnified by the fact that there are more digital signals. The reason is that PWM usually deals
inputs and more outputs to the ECU day by day as is seen with either true (indicated by 1) or false (indicated by
in newer high end cars. An ECU algorithm takes care of 0). Thus it gives an idea of the value of the parameter
each and every input to the ECU, and how is the ECU sup- in question but does not give an extent of the value.
posed to act, i.e. which outputs to give to the actuators is Digital: these signals are based on data of bits each
stored in the algorithms. These are locked and in most bit with a specific function. This makes it more useful
in monitoring and controlling a system. A very simple
cases are a deal of high amount of confidentiality of com-
example of this is the CAN system used (section 7.4)
panies.
8.2) Electronic spark timing
Engine maps
Newer engines typically use electronic ignition sys-
Engine maps are a set of graphs on which an engine tems (ignition controlled by a computer). The computer
works. The task of the ECU algorithm is to make sure that has a timing map which is a table with engine speed on
the operating point of the engine always coincides with one axis and engine load on another axis. Timing advance
these graphs. For example, there will be an ideal value for values are inserted in this table. The computer will send a
every engine speed at every engine load. This means that signal to the ignition coil at the indicated time in the tim-
if engine speed is plotted on X axis and engine load on Y ing map in order to spark the spark plug. Most computers
axis. We shall get a graph of engine speed vs engine load. from original equipment manufacturers (OEM) are not
The ECU algorithm shall read that get inputs such as en- able to be modified so changing the timing advance curve
gine speed and engine load. If the 2 match as per the is not possible. Overall timing changes are still possible,
graph then it is fine, however if say they do not match, depending on the engine design. Aftermarket engine con-
the ECU algorithm shall send signals to actuators to make trol units allow the tuner to make changes to the timing
it match. A modern day ECM can contain thousands of map. This allows the timing to be advanced or retarded
such maps. They are also 3D maps and surface maps. based on various engine applications.
Lookup tables 8.3) Electronic spark control
A lookup table is a way in which a dependable varia- In its simplest form, electronic ignition retained the
ble is ‘written’ in conjunction to an independent variable conventional distributor with its mechanical spark ad-
in the engine management. These variables are obtained vance, merely replacing the points with a non-wearing
from sensors. The values thus obtained are stored in an electronic means of sensing crankshaft position and firing
array which is termed as lookup tables. The ECU algorithm the spark. Later analogue spark control computers had
also uses these values in engine operation more sensors to gather information on throttle position,
8.1.3) Inputs and Outputs to the ECM throttle opening speed, engine speed, manifold vacuum
In an ECM, the inputs are from sensors and outputs and coolant temperature. The spark advance was set by
are to actuators. The sensor ‘senses’ the measured para- the computer rather than by a centrifugal unit in the dis-
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Chapter 9 – Sensors and Actuators
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Chapter 9 – Sensors and Actuators
2 Knock Piezoelectric Near com- Sound consist of pressure covers which for example dissipates through
sensor bustion the air through solid materials such as metal. Acoustic sensors are used
chamber for measuring pressure waves one such example are knock Sensors which
registers combustion noise in the engine. Knock sensor is bolted to the
crank case. The actual sensor element is a ring shape piezzo ceramic.
The sound osscilation are transferred by the crank case initially to the
seismic mass. This seismic mass transfers to oscilation to the piezzo ele-
ment in the form of pressure forces. These forces trigger electrical altera-
tions voltage signaling in the piezzo element. They picked of by contact
plates and processed further in the control module.
3 Hot wire thermister Intake ma- It is usually located between the air cleaner and the throttle valve. The
thin film nifold sensor element consists of the ceramic chip on which different resistors
air flow are located. One of these is an electrically heated platinum resistor. The
sensor proportion of the intake is lead passed these resistors and cools it. Imme-
diately next to is a temperature dependent sensor resistor which registers
the temperature of the heating resistor. Sensors electronic regulate the
temperature at the heating resistor by varying the voltage. If the air mass
flow changes the amount of heat transferred by heating resistor to the air
flowing pass it also changes. The electronics detect the change in temper-
ature and reduce the voltage of the heating resistor until the set tempera-
ture is reached. his controlled voltage used by engine control module is a
measure for the intake air mass.
4 Crankshaft Optical, in- Near flyw- The Crank shaft position sensors consist of a permanent magnet. The soft
position ductive, heel iron core and a stationery coil. The sensor is located on the engine hous-
sensor ing and is separated from the fly wheel by an air gap. The fly wheel may
have teeth or grooves.
5 Oxygen ---------------- Before and The sensor element is a ceramic cylinder plated inside and out with por-
sensors after cata- ous platinum electrodes; the whole assembly is protected by a metal
lytic con- gauze. It operates by measuring the difference in oxygen between the
verter exhaust gas and the external air, and generates a voltage or changes its
resistance depending on the difference between the two. The sensors on-
ly work effectively when heated to approximately 800°C.
The catalyst used is zirconium oxide
6 Throttle resistive At throttle The throttle butterfly is directly connected to the jockey of the potenti-
position valve but- ometer type sensor. There is a coiled resistor placed in a radial manner.
sensor terfly The position of the throttle butterfly is given by the resistance of the sys-
(TPS) tem (and hence the voltage drop across it)
7 Rain sen- optical Just below A rain sensor or rain switch is a switching device actuated by rainfall. The
sors the wind- most common rain sensor implementation is based on the principle of
shield total internal reflection: an infrared light is beamed at a 45-degree angle
into the windshield from the inside of the car, near the lower edge as
soon as rain falls, there is an extra layer of water with different refractive
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Chapter 9 – Sensors and Actuators
principles. It is not necessary that all actuators respond to
electric signal only. However, as the ECM is the device
which controls almost everything in a vehicle, it is the
electric signal which becomes inevitable. Further on from
here, we shall see the basic principles of some of the ac-
tuators used in vehicles.
9.3.1) Solenoid Actuators
A typical electric solenoid actuator is shown in Figure
9.3.1.1. It consists of a coil, armature, spring, and stem.
The coil is connected to an external current supply.
The spring rests on the armature to force it downward.
The armature moves vertically inside the coil and trans-
mits its motion through the stem to the valve. When cur-
rent flows through the coil, a magnetic field forms around
the coil. The magnetic field attracts the armature toward
the center of the coil. As the armature moves upward, the
spring collapses and the valve opens. When the circuit is
opened and current stops flowing to the coil, the magnet-
Fig – 9.2.1.5 Oxygen sensor and its voltage curve ic field collapses. This allows the spring to expand and
shut the valve.
A major advantage of solenoid actuators is their
quick operation. Also, they are much easier to install than
pneumatic or hydraulic actuators. However, solenoid ac-
tuators have two disadvantages. First, they have only two
positions: fully open and fully closed. Second, they don’t
produce much force, so they usually only operate relative-
ly small valves.
Fig – 9.2.1.6 Throttle position sensor
9.3) Actuators
An actuator is a mechanical device for moving or
controlling a mechanism or system. In automobiles, actu-
ators are used for many purposes. The actuators in mod- Fig – 9.3.1.1 Solenoid actuator
ern automobiles work when a signal is received from the 9.3.2) Relays
ECM. This signal is interpreted and the actuator takes the A relay is an electrical switch that opens and closes
necessary action. Actuators are also based on hydraulic under the control of another electrical circuit. It works on
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Chapter 9 – Sensors and Actuators
or slotted lever attaches to the valve shaft in order to
transfer the linear motion of a diaphragm or piston cy-
linder to rotary motion. Vane actuators are used only with
rotary motion valves.
9.3.6) Electro mechanic actuators
All actuators discussed above can be considered as
electromechanical actuators. These are devices that con-
vert electric signal into mechanical motion. All the actua-
tors discussed above are of such type.
10 – Lighting
Types of lamps ,energy demands of lamps,. Head lamps: construction and types, setting and control. Reflectors: pa-
rabolic, homifocal, poly-elipsoidal. Fog lamp, side lamp, tail lamp, parking lamp, brake warning lamp, , trafficators, blink-
ers, flashers, electronic flasher circuit, instrument panel.
Spot lights: Police cars, emergency vehicles, and
10.1) Types of lamps
those competing in road rallyes are sometimes equipped
There are various lamps used in cars. They are as fol-
with an auxiliary lamp in a swivel-mounted housing at-
lows
tached to one or both a-pillars, directable by a handle
Forward Illumination protruding through the pillar into the vehicle.
Head lamps:
Conspicuity devices
dipped beam: Dipped-beam (also called low, passing,
Retro-reflectors: The most basic vehicle conspicuity
or meeting beam) headlamps provide a light distribution devices are retroreflectors (also reflex reflectors or,
to give adequate forward and lateral illumination without archaically, cat's eyes - not to be confused with the
blinding other road users with excessive glare reflective road markings), which despite emitting no
Main beam: (also called high, driving, or full beam) light on their own, are regulated as automotive light-
headlamps provide an intense, centre-weighted distribu- ing devices. These devices reflect light from other ve-
hicles' headlamps back towards the light source, that
tion of light with no particular control of glare.
is, other vehicles' drivers. Thus, vehicles are conspi-
Auxiliary lamps: cuous even when their electrically-powered lighting
Driving lamps "Driving lamp" is a term deriving from system is deactivated or disabled
the early days of nighttime driving, when it was relatively Front position lamps (parking lamps): Nighttime
rare to encounter an opposing vehicle. Only on those oc- standing-vehicle conspicuity to the front is provided
casions when opposing drivers passed each other would by front position lamps, known as parking lamps or
the dipped or "passing" beam be used. The full beam was parking lights in North America, sidelights in UK Eng-
therefore known as the driving beam, and this terminolo- lish, and in other regions as position lamps, standing
lamps, or city lights.
gy is still found in international ECE Regulations, which do
Rear position lamps-tail lamps (power requirement
not distinguish between a vehicle's primary (mandatory)
5W): Night time vehicle conspicuity to the rear is pro-
and auxiliary (optional) upper/driving beam lamps. vided by rear position lamps (North American terms:
Fog lamps: Front fog lamps provide a wide, bar- taillamp, taillight, tail lamp, tail light; UK term rear
shaped beam of light with a sharp cutoff at the top, and light). These are required to produce only red light,
are generally aimed and mounted low They may be either and to be wired such that they are lit whenever the
white or selective yellow. They are intended for use at low front position lamps are illuminated—including when
the headlamps are on. Rear position lamps may be
speed to increase the illumination directed towards the
combined with the vehicles brake lamps, or separate
road surface and verges in conditions of poor visibility due from them. In combined-function installations, the
to rain, fog, dust or snow. lamps produce brighter red light for the brake lamp
Cornering lamps: On some models in North America function, and dimmer red light for the rear position
and Japan, white cornering lamps provide extra lateral lamp function.
illumination in the direction of an intended turn or lane Rear registration plate lamp: The rear registration
change. These are actuated in conjunction with the turn plate must be illuminated by a white lamp whenever
signals, though they burn steadily, and they may also be the position lamps are active. The light may however
not be directed to the rear.
wired to illuminate when the vehicle is shifted into re-
Daytime running lamps: Some countries permit or
verse gear
require vehicles to be equipped with daytime running
lamps (DRL). These may be functionally-dedicated
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Chapter 10 – Lighting
lamps, or the function may be provided by e.g. the Reversing light(power requirement 24W): To provide
low beam or high beam headlamps, the front turn illumination to the rear when backing up, and to warn
signals, or the front fog lamps, depending on local adjacent vehicle operators and pedestrians of a ve-
regulations hicle's rearward motion, each vehicle must be
Rear fog lamps (power requirement 21W): In Europe equipped with at least one rear-mounted, rear-facing
and other countries adhering to ECE Regulation 48, reversing lamp (or "backup light")
vehicles must be equipped with one or two bright red Ornamental lights
"rear fog lamps" (or "fog tail lamps"), which are
switched on manually by the driver in conditions of 10.2) Head lamps
poor visibility to enhance vehicle conspicuity from the
rear 10.2.1) Halogen bulb
Emergency vehicle lights: Emergency vehicles such as A halogen lamp is an incandescent lamp where a
fire engines, ambulances, police cars, snow-removal tungsten filament is sealed into a compact transparent
vehicles and tow trucks are usually equipped with in- envelope filled with an inert gas, plus a small amount of
tense warning lights of particular colours. These may halogen such as iodine or bromine. The halogen cycle
be motorised rotating beacons, xenon strobes, or ar- prevents darkening of the bulb. The halogen lamp can
rays of LEDs. operate its filament at a higher temperature than in a
Taxi displays: Taxicabs are distinguished by special standard gas filled lamp of similar wattage without loss of
lights according to local regulations. They may have
operating life. This gives it a higher efficacy (10-30%). It
an illuminated "Taxi" sign, a light to signal that they
are ready to take passengers, and an emergency panic also gives light of a higher color temperature compared to
light the driver can activate in the event of a robbery a non-halogen incandescent lamp. Alternatively, it may be
to alert passersby to call the police. designed to have perhaps twice the life with the same or
slightly higher efficacy.
Signaling Devices
The reason that these bulbs don’t blacken is that in
Turn signals (power requirement 7W): Turn signals
(properly directional indicators or directional signals, older gas bulbs, over a period of time, about 10% of fila-
also "indicators," "directionals," "blinkers," or "flash- ment metal evaporates and gets deposited on the glass
ers") are signal lights mounted near the left and right wall. The halogen in the halogen bulb prevents that.
front and rear corners, and sometimes on the sides of When tungsten filament metal evaporates, it forms
vehicles, used to indicate to other drivers that the op- tungsten halide; this is not deposited on the wall due to
erator intends a lateral change of position (turn or la-
temperature. The convection current causes this tungsten
nechange).
halide to move back to the filament at some point or the
Hazard lights: International regulations have since the
other and tungsten is again deposited on the filament.
1960s required vehicles to be equipped with a control
which, when activated, flashes the left and right direc-
tional signals, front and rear, all at the same time and
in phase. This function is meant to be used to indicate
a hazard such as a vehicle stopped in or alongside
moving traffic, a disabled vehicle, an exceptionally
slow-moving vehicle, or a vehicle participating in a fu-
neral procession.
Brake lights (power requirement 15W to 36W): Red
steady-burning rear lights, brighter than the taillamps,
are activated when the driver applies the vehicle's Fig – 10.2.1.1 Halogen bulb, twin filament
brakes. These are called brake lights or stop lamps.
They are required to be fitted in multiples of two, 10.2.2) Headlight reflectors
symmetrically at the left and right edges of the rear of The light produced by the bulb is insufficient as it is
every vehicle. directed toward a particular direction only. To give the
light emitted from the bulb, a definite pattern to cover
PARABOLIC REFLECTOR
A parabolic reflector is one in which if the source of
light is kept at the focal point, all the light rays will end up Fig – 10.2.2.2 Homifocal reflector
parallel to the principle axis. The light intensity is maxi-
POLYELIPSOIDAL HEADLIGHT SYSTEM
mum at the centre, except from the light cut off by the
It was introduced by Bosch in 1983. It allows the light
bulb itself. The intensity diminishes as one moves away
produced to be as good, or in some cases even better
from the centre. The parabolic reflector is as shown in fig
than conventional lights, but with a light opening area of
10.2.2.1
less than 30cm2. This is achieved by using a CAD designed
BIFOCAL REFLECTOR elliptical reflector. A shield Is used to ensure particular
The bifocal reflector, as the name suggests has 2 dif- pattern. This can be a clearly defined cutoff lines or even
ferent curved surfaces with 2 focal points. This helps to intentional blurriness in the image. These can be only
take the advantage of light striking the lower reflector used with single filament bulbs and are found in four
area. The parabolic section of the down section is de- headlamp vehicles.
signed to reflect the light further down to improve near
the car visibility. This system is not suitable with twin fi-
laments bulbs and is only used for vehicles with 4 head
lamps (Mercedes E class, Jaguar S type).
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Chapter 10 – Lighting
that all the reflection is being done by the reflector only
(e.g. BMW series 5, series 7).
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Chapter 11 – Accessories
11 – Accessories
Accessories: Instrument panel, Electric horn, wipers, fuel pump, power operated windows etc.
The trip computer correlates the distance, time,
11.1) Function of Instrument panel
speed and fuel economy. It aims to give precise informa-
Vehicle conditioning monitoring (VCM) is a technique
tion as to how much can the car run on the amount of
when relevant vehicle performance parameters are dis-
fuel that it has in the fuel tank etc. its functions are given
played to the driver. The purpose of this is to either just
more elaborately below:
to keep the driver informed with any warnings in re-
Time and date
sponse to which the driver may take action. VCM covers
Elapsed time, or a stop watch
the following:
Estimated time of arrival
High engine temperature
Average fuel consumption
Low fuel
Range on remaining fuel
Low brake fluid
Trip distance
Worn out brake pads
Low coolant level 11.2) Visual displays
Low screen washer fluid Although the analogue system has almost become
Low outside temperature obsolete in other applications, we find that in vehicles,
Bulb failure even digital displays are represented in an analogue man-
Doors, bonnet open warning ner. This is because, analogue displays reduce driver
These are the warnings for which the driver must be processing time, leaving more time to interpret the actual
alerted so as to avoid catastrophic outcomes. There are driving conditions.
other parameters also which are displayed ‘all the time’ For example, an analogue engine temperature
when the car is running, they are gauge, with its needle in the middle (not on H or C, but in
Engine speed the middle) is easy to read and interpret. The driver can
Engine rpm easily see that the value is within limits. The same display,
however if showed 70oC, it would be difficult to interpret.
Indicator for blinker
Over the years, there has been considerate amount
Indicator for headlight
of advancement in display technologies of automobiles.
Engine rpm
There are those that are still used such as analogue ones,
Fuel level
and the digital ones have also been evolving. Some of the
Engine temperature
most commonly used display techniques is given below
Odometer
The number of information that is given to the driver 11.2.1) Light emitting diode displays
is limited, owing to the safety aspects. If too much infor- A light-emitting diode, usually called an LED is a sem-
mation is given to the driver, his mind may get diverted iconductor diode that emits incoherent narrow-spectrum
and can inhibit a residual danger. light when electrically biased in the forward direction of
the p-n junction, as in the common LED circuit. This effect
Another system used is a trip computer. The trip
is a form of electroluminescence.
computer is an evolved version of the trip meter. The trip
meter used to turn mechanically and give us the distance In automobile instrumentations, it is widely used for
covered in kilometer or miles, whatever the convention showing speed, to odometer, to fuel level and other
used. It is different from the odometer that the trip meter things. The number is represented by the ‘8’ Fashion, and
can be set to zero, before starting of a ‘trip.’ other things are shown by bar graphs (See Fig 11.2.1.1).
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Chapter 12 – Telematics
12 – Telematics
Introduction, Services and application, telematics system view and present developments in telematics technology.
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Chapter 13 Intelligent Vehicle Systems
Hydraulic modulator
Fig – 13.1.2.1 ABS system.
The hydraulic modulator as shown in Figure 9 has
13.1.3) ABS components three operating positions:
pressure buildup brake line open to the pump;
Wheel speed sensors
pressure holding brake line closed;
Most of these devices are simple inductance sensors
pressure release brake line open to the reservoir.
and work in conjunction with a toothed wheel. They con-
sist of a permanent magnet and a soft iron rod around The valves are controlled by electrical solenoids,
which is wound a coil of wire. As the toothed wheel ro- which have a low inductance so they react very quickly.
tates the changes in inductance of the magnetic circuit The motor only runs when ABS is activated.
generates a signal; the frequency and voltage of which are 13.2) Active suspension
proportional to wheel speed. The frequency is the signal Active suspension is an automotive technology that
used by the ECU. The coil resistance is in the order of 800 controls the vertical movement of the wheels via an on-
to 1000 Ω. Coaxial cable is used to prevent interference board system rather than the movement being deter-
affecting the signal. Some systems now use ‘Hall effect’ mined entirely by the surface on which the car is driving.
sensors. The system therefore virtually eliminates body roll and
ECU pitch variation in many driving situations including corner-
The function of the ECU is to take in information ing, accelerating, and braking.
from the wheel sensors and calculate the best course of
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Chapter 13 Intelligent Vehicle Systems
This technology allows car manufacturers to achieve racing team - developed the original concept of computer
a higher degree of both ride quality and car handling by management of hydraulic suspension in the 1980s, as a
keeping the tires perpendicular to the road in corners, means to improve cornering in race cars. Lotus never de-
allowing for much higher levels of grip and control. veloped a road going variant.
13.2.1) Methods Computer Active Technology Suspension (CATS) co-
An onboard computer detects body movement from ordinates the best possible balance between ride and
sensors located throughout the vehicle, and, using data handling by analysing road conditions and making up to
calculated by opportune control techniques, controls the 3,000 adjustments every second to the suspension set-
action of the suspension. tings via electronically controlled dampers.
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Chapter 13 Intelligent Vehicle Systems
where a vehicle is not driven on straight-aways very often, that they tell you your location with less than 10cms of
or where a vehicle's wheels are out of alignment. error. This makes it extremely useful in automotive navi-
gation use.
13.5) Global Positioning System
The Global Positioning System (GPS) is the only fully 13.6) Adaptive Cruise Control
functional Global Navigation Satellite System (GNSS). Uti- Adaptive cruise control (ACC) is a cruise control sys-
lizing a constellation of at least 24 Medium Earth Orbit tem in some modern vehicles. The system also goes under
satellites that transmit precise microwave signals, the sys- the names of active cruise control (ACC) or intelligent
tem enables a GPS receiver to determine its location, cruise control (ICC). These systems use either a radar or
speed, direction, and time. laser setup to allow the vehicle to slow when approaching
A typical GPS receiver calculates its position using the another vehicle and accelerate again to the preset speed
signals from four or more GPS satellites. Four satellites when traffic allows. ACC technology is widely regarded as
are needed since the process needs a very accurate local a key component of any future generations of smart cars,
time, more accurate than any normal clock can provide, as a form of artificial intelligence that may usefully be
so the receiver internally solves for time as well as posi- employed as a driving aid.
tion. In other words, the receiver uses four measurements
Types
to solve for four variables: x, y, z, and t. These values are
Laser-based systems are significantly lower in cost
then turned into more user-friendly forms, such as lati-
than radar-based systems; however, laser-based ACC sys-
tude/longitude or location on a map, then displayed to
tems do not detect and track vehicles well in adverse
the user.
weather conditions nor do they track extremely dirty
User segment (non-reflective) vehicles very well. Laser-based sensors
The user's GPS receiver is the user segment (US) of must be exposed, the sensor (a fairly-large black box) is
the GPS. In general, GPS receivers are composed of an typically found in the lower grill offset to one side of the
antenna, tuned to the frequencies transmitted by the sa- vehicle.
tellites, receiver-processors, and a highly-stable clock (of- Some systems also feature forward collision warning
ten a crystal oscillator). They may also include a display or Collision Mitigation Avoidance System, which warns
for providing location and speed information to the user. the driver and/or provides brake support if there is a high
A receiver is often described by its number of channels: risk of a rear-end collision.
this signifies how many satellites it can monitor simulta- Radar-based systems are available on many luxury
neously. Originally limited to four or five, this has progres- cars as an option for approx. 1000-3000 USD/euro. Laser-
sively increased over the years so that, as of 2007, receiv- based systems are available on some near luxury and lux-
ers typically have between 12 and 20 channels. ury cars as an option for approx. 400-600 USD/euro. Ra-
dar-based sensors can be hidden behind plastic fascias;
GPS and cars
however, the fascias typically looks different from a ve-
GPS has found wide commercial applications in au-
hicle without the feature. For example, Mercedes pack-
tomobile industries. The maps of all major countries/ ci-
ages the radar behind the upper grill in the center; how-
ties are fed in the system. This enables the system to ac-
ever, the Mercedes grill on such applications contains a
curately identify any address, anywhere! This helps in na-
solid plastic panel in front of the radar with painted slats
vigation. To reach new destinations, where the way is not
to simulate the slats on the rest of the grill.
known, GPS can be used with utter simplicity. The entire
of Europe and America are covered by GPS and road
maps. Moreover, the accuracy of these systems is such
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Appendix – I – List of Figures, Graphs and Tables
Fig – 7.1.2.1 – Different connections used in cars............................................................................................................... 33
Fig – 7.4.1 CAN system layout ............................................................................................................................................. 35
Fig – 7.4.2 CAN signal format – The entire length of the signal is 44 to 108 bits ........................................................ 35
Fig – 8.4.1 Idle speed control .............................................................................................................................................. 38
Fig – 8.5.1 Air management system. ................................................................................................................................... 38
Fig – 9.1.1.1 – NTC type sensor behaviour .......................................................................................................................... 39
Fig – 9.1.1.2 PTC Type sensor .............................................................................................................................................. 39
Fig – 9.1.4.1 Principle of Optical sensor .............................................................................................................................. 40
Fig – 9.1.5.1 piezoelectric phenomenon ............................................................................................................................. 40
Fig – 9.2.1.1 MAP sensor ..................................................................................................................................................... 42
Fig – 9.2.1.2 Knock sensor ................................................................................................................................................... 42
Fig – 9.2.1.3 Hot wire thin film MAF sensor ........................................................................................................................ 42
Fig – 9.2.1.4 Crankshaft position sensor ............................................................................................................................. 42
Fig – 9.2.1.5 Oxygen sensor and its voltage curve .............................................................................................................. 43
Fig – 9.2.1.6 Throttle position sensor .................................................................................................................................. 43
Fig – 9.2.1.7 Rain sensor ...................................................................................................................................................... 43
Fig – 9.3.1.1 Solenoid actuator ............................................................................................................................................ 43
Fig – 9.3.4.1 Bimetallic strip ................................................................................................................................................ 44
Fig – 10.2.1.1 Halogen bulb, twin filament.......................................................................................................................... 47
Fig – 10.2.2.1 focal point ..................................................................................................................................................... 48
Fig – 10.2.2.2 Bifocal lens .................................................................................................................................................... 48
Fig – 10.2.2.2 Homifocal reflector ....................................................................................................................................... 48
Fig – 10.2.2.3 Poly Ellipsoidal headlight system .................................................................................................................. 49
Fig – 10.3.2.1 Electronic flasher circuit................................................................................................................................ 50
Fig – 10.3.2.2 Electronic flasher unit packaging .................................................................................................................. 50
Fig – 11.2.1.1 LED type instrumentation basic shapes ........................................................................................................ 52
Fig – 11.3.1 Schematic representation of a fuel gauge ....................................................................................................... 52
Fig – 11.5.1 Electric horn ..................................................................................................................................................... 53
Fig – 11.6.1 Wiper mechanism run by motor using single slider crank mechanism ........................................................... 53
Fig – 11.7.1 Electric fuel pump ............................................................................................................................................ 54
Fig – 11.8.1 lifting mechanism of a window ........................................................................................................................ 54
Fig – 11.8.2 Wiring of power windows. ............................................................................................................................... 54
Fig – 12.2.1 Telematics architecture ................................................................................................................................... 55
Fig – 13.1.2.1 ABS system. ................................................................................................................................................... 58
Above figure gives a basic idea of the wiring in the car and the overview of their connection with the common ground,
and different switches for each.
1. CHARGING CIRCUIT: it consists of the generator (dynamo or alternator), a regulator. The generator is run by a pulley
and belt arrangement which directly runs from the engine crankshaft. See Chapter 4 for details.
2. STARTING CIRCUIT: it contains the starter motor which attaches to the pinion on starting the engine via a suitable
drive. It rotates the flywheel, hence starting the engine. See Chapter 5 for details.
3. LIGHTING CIRCUIT: Head lamps, Tail lamps, Blinkers, Interior lamps etc are all connected in parallel. It must be noted
that they glow in pairs only. 2 head lamps or 2 tail lamps, 2 brake lamps, or 2 blinker lights (on the same side). These
are connected in series to one switch, however they themselves are parallel for fail safe design. The horn is also
shown in this circuit. See Chapter 10, Chapter 11 for details.
4. IGNITION CIRCUIT: it contains the distributor and the spark plugs. It is only found in SI engines. See chapter 6 for de-
tails.
5. ACCESSORIES: all remaining accessories are put in here, in parallel, with a separate switch for each. See chapter 11
for some of the accessories details.
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