14-09-2023

Introduction
to
Automotive Electronics

Dr. Devender Kumar

Assistant Professor
Mechanical Engineering Department
Thapar Institute of Engineering & Technology

Intervention of
Electronics in
Vehicle
Operation
The functionality of
electronic systems in
motor vehicles has
now surpassed even
the capabilities of the
‘Apollo 11’
space module that
orbited the Moon in
1969

Ref. Bosch Automotive Electrics and Automotive Electronics Dr. Devender Kumar, MED, TIET 1

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Market volumes of electrics/electronics in Europe

Dr. Devender Kumar, MED, TIET 2

Ref. Bosch Automotive Electrics and Automotive Electronics

Technology of the present day

In the 1990s the cabling work in a luxury class vehicle amounted to around 3 km.
Depending on the vehicle class, there are between 20 and 80 electronic control units fitted in today’s vehicles.

Dr. Devender Kumar, MED, TIET 3

Source: Mercer management consulting

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Vehicle system architecture i.e. "construction plan”

• Hardware architecture

• Software architecture

• Network architecture in the area of realization technologies

• Cost and resource consumption in the area of economical analysis and

• For the area of social requirements, aspects such as safety, availability and legal

conformity

Dr. Devender Kumar, MED, TIET 4

Functional
Structure

Controlled movement of
the vehicle as well as
its directional stability

Dr. Devender Kumar, MED, TIET 5

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For example, the transmission control issues a request

through the engine-management system for a specific
reduction in torque during a gearshift. This value is exchanged
as a physical variable via the interface

Dr. Devender Kumar, MED, TIET 6

System
Architecture

Example of Adaptive Cruise Control (ACC)

Radar sensor
Adaptive cruise control system (ACC) measures the distance
Engine Management
ESP electronic control unit
Airbag electronic control unit
Engine Management reduces torque
If this is not Sufficient
the electronic stability program (ESP) must also generate brake pressure
If the distance continues to shorten
Airbag and seat-belt pretensioners are set to emergency standby.
Dr. Devender Kumar, MED, TIET 7
Ref. Bosch Automotive Electrics and Automotive Electronics https://autoevolution.com

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Function
modules of an
electronic
system

Ref. Bosch Automotive Electrics and Automotive Electronics Dr. Devender Kumar, MED, TIET 8

Components used for open-loop electronic control of a DI-Motronic system

example of a naturally aspirated engine, λ = 1)

Dr. Devender Kumar, MED, TIET Ref. Bosch Automotive Electrics and Automotive Electronics
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CARTRONIC® Concept
With the CARTRONIC® architecture concept, all closed and open-loop control tasks in the vehicle have been
structured in accordance with logical, functional viewpoints and modeled in the form of a functional architecture.
Delimited functions (and their dependencies) that implement specific functional requirements have been
represented by defined architectural elements. The functional structure, i.e. the structural description, represented
a hierarchical decomposition of the subsystems down to manageable size.

Software Architecture
The independence of the functional structure, or architecture, from the later realization stage (i.e. when action of
any component is dependent on the decision provided by its master component, example of Adaptive Cruise Control) results in

a decoupling of functionality and technology and thus forms the first stage of a model-based development
process. The functional structure can be used on several occasions and expanded as the foundation for drafting
system architectures. This architecture is characterized by architecture drivers (specific criteria of the architecture)
that are essentially the product of nonfunctional requirements (e.g. costs, quality, reusability, relocatability).
Dr. Devender Kumar, MED, TIET 10
Ref. Bosch Automotive Electrics and Automotive Electronics

Network architecture
With the spreading of open standards such as the CAN bus, the integration of functions into application-specific
electronic control units, and satellites linked by subnetworks, network architecture has become the synonym for the
complexity management of distributed systems. Extensions and “attachment solutions” are easily integrated until
the limits of network capacity are reached. If these possibilities were to be exploited without checking the system
draft, this would result in unmanageable increases in complexities and integration conflicts.

AUTOSAR Initiative
The AUTOSAR Initiative (AUTomotive Open Systems ARchitecture) was founded in
July 2003 by several vehicle manufacturers and suppliers – Bosch among them. Their global objective is the joint
development of an open system architecture for future automotive applications. The aims of the partnership
include the standardization of fundamental system functions (basic software) and function interfaces; they will
replace the company-specific, individual solutions used to date. Model-based concepts and methods ought to
reduce complexity in spite of an expanding range of functions.(* it is similar to the concept of using only C-port for
electronic gadgets to make it convenient) Dr. Devender Kumar, MED, TIET 11
Ref. Bosch Automotive Electrics and Automotive Electronics

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Energy Network Architecture

Increasingly greater demands for safety, reliability and availability are being placed on the network architecture
of modern vehicles. This is where energy network architecture will play a key role. In the face of vehicle
functions increasingly being realized electronically, this architecture makes for a reliable supply of power to
systems and thus forms the basis for the reliability and safety of future systems. One possible future technology
is the transmission of power and information on the supply line. The following benefits arise from the
powerline communication (PLC) concept used in the public grid:

• Weight and cost reductions as well as space savings from the discontinuation of data lines
• Easier retrofitting for retrofit systems (spare parts trade)
• Reduction in complexity of the wiring harness in respect of manufacture and installation
• Increase in system safety, especially in mechanically stressed zones (e.g. door, mirror) that are characterized
by premature aging of lines and increased risk of failure
• Powerline as a redundancy path for systems relevant to safety
• Simultaneous, or parallel, implementation of several bus systems or services, e.g. diagnostics
Dr. Devender Kumar, MED, TIET 12
Ref. Bosch Automotive Electrics and Automotive Electronics

Electronic Control Unit (ECU)

Digital technology furnishes an extensive array of options for open and closed-loop control of automotive
electronic systems. A large number of parameters can be included in the process to support optimal
operation of various systems. The control unit receives the electrical signals from the sensors, evaluates
them, and then calculates the triggering signals for the actuators. The control program, the “software”, is
stored in a special memory and implemented by a microcontroller. The control unit and its components are
referred to as hardware. The Motronic (Motor Electronic) control unit contains all of the algorithms for open and
closed-loop control needed to govern the engine-management processes (ignition, induction and mixture
formation, etc.).
Operating conditions
The control unit is subjected to very high demands with respect to:

• Extreme ambient temperatures (in normal vehicle operation from –40 to +60...+125 °C)
• Extreme temperature changes
• Indirect materials and supplies (oil, fuel etc.)
• The effects of moisture and
• Mechanical stress such as vibration from the engine
• Ability to operate with a weak battery (e.g. cold start) and with high charge voltages (vehicle electrical system fluctuations)
• Immunity to EMC (Electro Magnetic Compatibility) i.e. the requirements regarding immunity to electromagnetic
interference and limitation of high-frequency interference signal emission are extremely stringent.
Dr. Devender Kumar, MED, TIET 13
Ref. Bosch Automotive Electrics and Automotive Electronics

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Design
• The printed circuit board with the electrical components is
installed in a housing of plastic or metal.
• A multiple plug connects the control unit to the sensors,
actuators and electrical power supply.
• The high-performance driver circuits that provide direct
control of the actuators are specially integrated within the
housing to ensure effective heat transfer to the housing
and the surrounding air.
• The majority of the electrical components are of the
surface-mounted device technology type. This concept
provides extremely efficient use of space in low-weight
packages. Only a few power components and the
connectors use push-through assembly technology (similar
to connection of RAM on motherboard).
• Hybrid versions combining compact dimensions with
extreme resistance to thermal attack are available for
mounting directly on the engine.

Dr. Devender Kumar, MED, TIET 14

Ref. Bosch Automotive Electrics and Automotive Electronics

Data processing
1. Input signals
In their role as peripheral components, the actuators and the sensors represent the interface between the vehicle and the
control unit in its role as the processing unit. The electrical signals of the sensors are routed to the control unit via a wiring
harness and the connector plug. These signals can be of the following type:

1.1 Analog input signals

Within a given range, analog input signals can assume practically any voltage value. Examples of physical quantities which
are available as analog measured values are intake-air mass, battery voltage, intake-manifold and boost pressure, coolant and
intake-air temperature. They are converted into digital values by an analog-digital converter (ADC) in the microcontroller of the
control unit and used for calculations by the microcontroller CPU. The maximum resolution of these analog signals is 5 mV.
This translates into roughly 1,000 incremental graduations based on an overall measuring range of 0 to 5 V.

1.2 Digital input signals

Digital input signals only have two states. They are either “high” or “low” (logical 1 and logical 0 resp.). Examples of digital input
signals are on/off switching signals, or digital sensor signals such as the rotational-speed pulses from a Hall generator or a
magnetoresistive sensor. Such signals are processed directly by the microcontroller.

1.3 Pulse-type input signals

The pulse-shaped input signals from inductive-type sensors containing information on rotational speed and reference mark are
conditioned in their own control unit stage. Here, spurious pulses are suppressed and the pulse-shaped signals converted into
digital rectangular signals.

Dr. Devender Kumar, MED, TIET 15

Ref. Bosch Automotive Electrics and Automotive Electronics

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2. Signal conditioning
Protective circuits limit the voltages of input signals to levels suitable for processing. Filters separate the useful
signal from most interference signals. When necessary, the signals are then amplified to the input voltage
required by the microcontroller (0 to 5 V).
Signal conditioning can take place completely or partially in the sensor depending upon the sensor’s level of
integration.

3. Signal processing
The control unit is the switching centre governing all of the functions and sequences regulated by the engine-
management system. The closed and open-loop control functions are executed in the microcontroller. The input
signals that are provided by the sensors and the interfaces to other systems (such as the CAN bus) are used as
input variables. and are subjected to a further plausibility check in the computer. The control unit program
supports generation of the output signals used to control the actuators.

Dr. Devender Kumar, MED, TIET 16

Ref. Bosch Automotive Electrics and Automotive Electronics

4. Output signals
The microcontroller uses the output signals to control output stages that usually provide enough power for
connecting the actuators directly. It is also possible to actuate certain output stage relays for consumers that use
up a great deal of power (e.g. motor fans).
The output stages are proof against short circuits to ground or battery voltage, as well as against destruction due
to electrical or thermal overload. Such malfunctions, together with open-circuit lines or sensor faults are identified
by the output-stage IC (integrated circuit) as an error and reported to the microcontroller.

4.1 Switching signals

Actuators can be switched ON and OFF using the switching signals (e.g.
motor fans).

4.2 PWM signals

Digital output signals can be in the form of PWM (Pulse-Width
Modulated) signals. These are constant-frequency rectangular signals
with variable on-times (Fig. 2), Various actuators can be moved to
various operating positions using these signals (e.g. exhaust-gas
recirculation valve, boost-pressure actuator).

Dr. Devender Kumar, MED, TIET 17

Ref. Bosch Automotive Electrics and Automotive Electronics

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Control mechanisms
Event control
In an event-driven bus system, messages are transmitted
as soon as an event that triggers the transmission of a
message has occurred (Fig. 13a). Examples of such
events are:
• Pressing a button on the air conditioning system control
panel
• Operating the hazard warning flasher switch
• Incoming message that requires a reaction (e.g.
information from rpm sensor to speedometer needle
motor)
• Expiration of a fixed time period (time frame, e.g. 100
ms), after which messages are transmitted cyclically

Since the stations are not synchronized with each other, situations where several
stations wish to access the bus simultaneously are unavoidable. In order to allow
a message to be transmitted without falsification, only one station at a time can
transmit data on the bus. Collision (data conflict) avoidance mechanisms are
available for preventing or solving bus conflicts.
If a node wishes to transmit a message whilst the bus is occupied, the
transmission is delayed (Fig. 13b). A station that is ready to transmit must then
wait until the transmission that is currently in progress has been completed.

Dr. Devender Kumar, MED, TIET 18

Ref. Bosch Automotive Electrics and Automotive Electronics (pp 52)

Timer control
In the most recent developments in dynamic driving systems
such as brakes and steering, an increasing number of
mechanical and hydraulic components are being replaced with
electronic systems (x-by-wire). Mechanical connections such
as the steering column are becoming superfluous, and the
functionality thereof is being taken over by sensors and
actuators. The reliability, safety and failure tolerance
requirements of these systems are extremely high. This
means:
• Messages must be received on time
• The latency time of critical messages must be extremely
small
• The system must have a redundant design
• The failure of a node must affect the rest of the system as
little as possible and
• It must be possible to achieve a safe operating status from
any fault situation

Dr. Devender Kumar, MED, TIET 19

Ref. Bosch Automotive Electrics and Automotive Electronics (pp 54)

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Cross-system functions
If you examine the signals that are processed in the individual systems, it becomes evident that many
signals are needed in several control units. For example:
• the driving speed is evaluated in the electronic stability program (ESP) for the vehicle dynamics control,
in the engine management for the automatic speed control (cruise control) and in the car sound system
for the speed-dependent volume control.
• Pre- crash sensors detect a pending collision, for example; the airbag control unit then sends the door
modules and the overhead control panel a request to close the windows and the sliding roof. This
protects the occupants from penetrating objects.
• Another example of a system encompassing function is the adaptive cruise control (ACC)
Coordination between the individual systems is therefore required for cross-system functions. Large
volumes of data must be exchanged to do this. As well as powerful components, a powerful
communication system is also required, with a low-cost network that is suitable for automotive vehicles.
Special serial databus systems have been developed for this purpose.
The use of bus systems has the following advantages in comparison to a solution that uses conventional wiring:
• Reduced costs with less weight and installation space because of fewer cables in the wiring harness
• Better reliability and functional reliability due to fewer plug-in connections
• Simplification of vehicle assembly during production
• Multiple use of sensor signals
• Simple connection of system components to a bus
• Easier handling of equipment and special equipment variants in a vehicle
Dr. Devender Kumar, MED, TIET 20

Requirements for Bus Systems

• Data transfer rate
• Interference immunity * Human beings cannot perceive
• Real-time capability delay periods of less than 100 ms.
• Number of network nodes

Classification of Bus Systems

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Overview of Bus Systems used in Vehicles

Dr. Devender Kumar, MED, TIET 22

Dr. Devender Kumar, MED, TIET 23

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CAN Bus
In 1991 the CAN bus (Controller Area Network) was the first bus system to be introduced to a motor
vehicle in mass production. It has since established itself as the standard system in the automotive
sector, but the CAN bus is also commonly used as a field bus in automation engineering in general.
Similar to the other network types, such as the local area network (LAN), wide area network (WAN) or
personal area network (PAN), this bus system was given the name, CAN.

Dr. Devender Kumar, MED, TIET 24

Multimaster principle
The CAN protocol supports communication between network nodes
without the need for a central control unit.

Each node may attempt to send messages at any time.

Whether this attempt is successful or not essentially depends on two

factors:
• Is the bus free before the start of transmission?
• Has the arbitration (Negotiation phase) phase been passed successfully?

This design ensures that, even if any number of nodes were to fail, it can still be
determined whether a node is authorized to send .
Dr. Devender Kumar, MED, TIET 25

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Content-based addressing
Unlike other networks, the CAN does not address the individual network nodes but the messages
that have been sent. Each message has a unique marker, or identifier. The identifier classifies the
content of the message (e.g. engine speed or power-window position). A station is therefore able
to broadcast a message to all other stations (multicast or broadcast method). These stations read
only those messages whose identifiers are stored in their acceptance list (message filtering, Fig. 7
on next slide). In this way, each station decides for itself whether or not it needs a message sent
on the bus.

The identifier has 11 bits (standard format, CAN 2.0 A) or 29 bits (extended format, CAN 2.0 B).

With 11 bits in the standard format, it is possible to distinguish between 2,048 different CAN
messages in the extended format, this number rises to over 536 million.
The advantage of this addressing method is that the network nodes do not require any
information about system configuration and are thus free to operate fully independently of each
other. This results in a highly flexible complete system, which makes it easier to manage
equipment variants. If one of the ECUs requires new information which is already on the bus, all it
needs to do is call it up from the bus. It is possible to integrate additional stations into the system
(provided they are receivers) without having to modify
Dr. Devender Kumar, MED,the
TIET existing stations. 26

Fig. 7 Fig. 8
Station 2 transmits, Station 2 gains first access (signal on the bus = signal from
Stations 1 and 4 accept the data station 2)
0 Dominant level (ready to send signal)
1 Recessive level (ready to receive signal)
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Controlling bus access

Arbitration phase (Negotiation phase & Priority decision)
If the bus is unoccupied (recessive state) and messages are available for sending, each station is free to initiate
the sending of its message. The message begins with a dominant bit (start-of-frame bit), followed by the identifier.
When several stations start to transmit simultaneously, the system responds by employing “wired-and” arbitration
(arbiter = logical AND operator) to resolve the resulting conflicts over bus access. The message with the highest
priority (lowest binary value of the identifier) is assigned first access, without any data loss or delay (non-
destructive protocol).
The arbitration principle permits the dominant bits transmitted by a given station to overwrite the recessive bits of
the other stations (Fig. 8 in previous slide). Each station outputs the identifier of its message onto the bus bit by
bit, with the most significant bit first. During this arbitration phase, each station wishing to send data compares the
level present on the bus with the level it actually possesses. Each station that attempts to send a recessive bit but
encounters a dominant bit loses the arbitration process.
The station with the lowest identifier, i.e. the highest priority, makes its way onto the bus without having to repeat
the message (non-destructive access control).
The transmitters of lower-priority messages automatically become recipients of the message just sent by another
station.
They repeat their attempt to send as soon as the bus is free again.
Without this access control, bus collisions would result in faults. To guarantee unequivocal bus arbitration,
therefore, it is not permissible for more than one node to send a message with the same identifier.

Dr. Devender Kumar, MED, TIET 28

LIN bus
The increasing use of mechatronic systems in the motor vehicle gave rise to the idea of designing a
cost-effective bus system as an alternative to the low-speed CAN.
The name, LIN (Local Interconnect Network), is derived from the fact that all electronic control units are
located within a demarcated installation space (e.g. in the door). The LIN, therefore, is a local subsystem for
supporting the vehicle network by means of superordinate CAN networks.

Dr. Devender Kumar, MED, TIET 29

Automotive Mechatronics, Bosch Professional Automotive Information, pp. 84

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LIN is generally supported by Smart Sensor/Transducer at the point of

application, which allow it to execute its own task without creating data
traffic to the CAN bus
The maximum number of nodes is not specified in the LIN specification. It is
theoretically limited by the number of available identifiers.

Dr. Devender Kumar, MED, TIET 30

Network Topologies
All TTP/C (Time-Triggered Protocol in Type-C bus) networks have two independent physical channels via which
a network node simultaneously transmits information redundantly. This configuration is required in order that the
Single Fault Hypothesis, i.e. the handling of the failure of any component, can be satisfied.

Fig. 4
a Bus
b Star
c Multi-star
d Star/bus combination
SC Coupler

Dr. Devender Kumar, MED, TIET 31

pp. 115

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Diagnosis interfaces
Faults (e.g. electrical short-circuits of sensors, implausible operating states) are stored in a fault memory in the
control unit. These faults can be read using a scan tool (official testing station) or workshop tester. For this
purpose, there is a socket in the footwell, dashboard or center console of the vehicle to which the tester is
connected by means of a standard connector (ISO 15031-3)
Diagnostics requires an interface for connecting the tester to the
electronic control units. For communication, there are basically two
options available at the present time:
• K line
• CAN bus

The K-line network is not a bus in the true sense, which means that
collisions may occur. Since most electronic control units have a
CAN interface for the exchange of data between electronic
systems, this option for communication with the tester is gaining
ever more in importance and comes as standard through majority
of vehicles.

Dr. Devender Kumar, MED, TIET 32

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