Đang tải... (xem toàn văn)
giáo trình Điện - Điện tử trên thân xe ô tô -automobile electrical and electronic systems urgent
Automobile Electrical and Electronic Systems Third edition This page intentionally left blank Automobile Electrical and Electronic Systems Third edition Tom Denton BA, AMSAE, MITRE, Cert.Ed Associate Lecturer, Open University AMSTERDAM BOSTON HEIDELBERG LONDON NEW YORK OXFORD PARIS SAN DIEGO SAN FRANCISCO SINGAPORE SYDNEY TOKYO Elsevier Butterworth-Heinemann Linacre House, Jordan Hill, Oxford OX2 8DP 200 Wheeler Road, Burlington, MA 01803 First published in Great Britain in 1995 by Arnold, a member of Hodder Headline plc Second edition, 2000 Third edition, 2004 Copyright © 1995, 2000, 2004, Tom Denton All rights reserved The right of Tom Denton to be identified as the author of this work has been asserted in accordance with the Copyright, Designs and Patents Act 1988 No part of this publication may be reproduced in any material form (including photocopying or storing in any medium by electronic means and whether or not transiently or incidentally to some other use of this publication) without the written permission of the copyright holder except in accordance with the provisions of the Copyright, Designs and Patents Act 1988 or under the terms of a licence issued by the Copyright Licensing Agency Ltd, 90 Tottenham Court Road, London, England W1T 4LP Applications for the copyright holder’s written permission to reproduce any part of this publication should be addressed to the publisher Permissions may be sought directly from Elsevier’s Science and Technology Rights Department in Oxford, UK: phone: (ϩ44) (0) 1865 843830; fax: (ϩ44) (0) 1865 853333; e-mail: permissions@elsevier.co.uk You may also complete your request on-line via the Elsevier Science homepage (http://www.elsevier.com), by selecting ‘Customer Support’ and then ‘Obtaining Permissions’ British Library Cataloguing in Publication Data A catalogue record for this book is available from the British Library ISBN 7506 62190 For information on all Butterworth-Heinemann publications visit our website at: www.bh.com Composition by Charon Tec Pvt Ltd Printed and bound in Great Britain Contents Preface Introduction to the third edition Acknowledgements Development of the automobile electrical system ix x xi 1.1 1.2 1.3 A short history Where next? Self-assessment 10 Electrical and electronic principles 11 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 Safe working practices Basic electrical principles Electronic components and circuits Digital electronics Microprocessor systems Measurement Sensors and actuators New developments Diagnostics – electronics, sensors and actuators New developments in electronic systems Self-assessment 11 11 18 26 30 35 36 50 52 54 55 Tools and test equipment 57 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 Basic equipment Multimeters Specialist equipment Dedicated equipment On-board diagnostics Case studies Diagnostic procedures New developments in test equipment Self-assessment 57 59 61 66 68 69 72 77 80 Electrical systems and circuits 82 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 The systems approach Electrical wiring, terminals and switching Multiplexed wiring systems Circuit diagrams and symbols Case study Electromagnetic compatibility (EMC) New developments in systems and circuits Self-assessment 82 83 91 97 98 100 103 108 Batteries 110 5.1 5.2 5.3 5.4 Vehicle batteries Lead-acid batteries Maintenance and charging Diagnosing lead-acid battery faults 110 111 112 113 vi Contents 5.5 5.6 5.7 5.8 Advanced battery technology Developments in electrical storage New developments in batteries Self-assessment 115 119 124 127 Charging systems 128 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 Requirements of the charging system Charging system principles Alternators and charging circuits Case studies Diagnosing charging system faults Advanced charging system technology New developments in charging systems Self-assessment 128 129 130 136 139 139 143 148 Starting systems 149 7.1 7.2 7.3 7.4 7.5 7.6 7.7 7.8 Requirements of the starting system Starter motors and circuits Types of starter motor Case studies Diagnosing starting system faults Advanced starting system technology New developments in starting systems Self-assessment 149 151 155 161 165 165 167 168 Ignition systems 170 8.1 8.2 8.3 8.4 8.5 8.6 8.7 8.8 8.9 8.10 8.11 Ignition fundamentals Electronic ignition Programmed ignition Distributorless ignition Direct ignition Spark-plugs Case studies Diagnosing ignition system faults Advanced ignition technology New developments in ignition systems Self-assessment 170 174 180 184 185 185 189 195 196 197 197 Electronic fuel control 199 9.1 9.2 9.3 9.4 9.5 9.6 9.7 9.8 9.9 9.10 Combustion Engine fuelling and exhaust emissions Electronic control of carburation Fuel injection Diesel fuel injection Case studies Diagnosing fuel control system faults Advanced fuel control technology New developments Self-assessment 199 205 208 210 214 219 236 236 237 238 10 Engine management 240 10.1 10.2 10.3 10.4 10.5 Combined ignition and fuel management Exhaust emission control Control of diesel emissions Complete vehicle control systems Case study – Mitsubishi GDI 240 244 248 248 251 Contents vii 10.6 10.7 10.8 10.9 10.10 Case study – Bosch Diagnosing engine management system faults Advanced engine management technology New developments in engine management Self-assessment 258 271 274 282 289 11 Lighting 291 11.1 11.2 11.3 11.4 11.5 11.6 11.7 11.8 Lighting fundamentals Lighting circuits Gas discharge and LED lighting Case studies Diagnosing lighting system faults Advanced lighting technology New developments in lighting systems Self-assessment 291 299 299 302 310 310 312 315 12 Auxiliaries 317 12.1 12.2 12.3 12.4 12.5 12.6 12.7 12.8 Windscreen washers and wipers Signalling circuits Other auxiliary systems Case studies Diagnosing auxiliary system faults Advanced auxiliary systems technology New developments in auxiliary systems Self-assessment 317 321 322 324 328 329 330 331 13 Instrumentation 333 13.1 13.2 13.3 13.4 13.5 13.6 13.7 13.8 Gauges and sensors Driver information Visual displays Case studies Diagnosing instrumentation system faults Advanced instrumentation technology New developments in instrumentation systems Self-assessment 333 337 339 343 346 346 348 355 14 Air conditioning 356 14.1 14.2 14.3 14.4 14.5 14.6 14.7 14.8 Conventional heating and ventilation Air conditioning Other heating systems Case studies Diagnosing air conditioning system faults Advanced temperature control technology New developments in temperature control systems Self-assessment 356 358 360 361 365 366 367 368 15 Chassis electrical systems 370 15.1 15.2 15.3 15.4 15.5 15.6 15.7 15.8 15.9 15.10 Anti-lock brakes Active suspension Traction control Automatic transmission Other chassis electrical systems Case studies Diagnosing chassis electrical system faults Advanced chassis systems technology New developments in chassis electrical systems Self-assessment 370 374 375 377 379 383 391 393 395 401 viii Contents 16 Comfort and safety 403 16.1 16.2 16.3 16.4 16.5 16.6 16.7 16.8 16.9 16.10 16.11 16.12 Seats, mirrors and sun-roofs Central locking and electric windows Cruise control In-car multimedia Security Airbags and belt tensioners Other safety and comfort systems Case studies Diagnosing comfort and safety system faults Advanced comfort and safety systems technology New developments in comfort and safety systems Self-assessment 403 405 407 409 416 418 421 425 436 437 439 441 17 Electric vehicles 443 17.1 17.2 17.3 17.4 17.5 17.6 Electric traction Hybrid vehicles Case studies Advanced electric vehicle technology New developments in electric vehicles Self-assessment 443 446 446 453 455 456 18 World Wide Web 457 18.1 18.2 18.3 Introduction Automotive technology – electronics Self-assessment 457 457 458 Index 459 Preface In the beginning, say 115 years ago, a book on vehicle electrics would have been very small A book on vehicle electronics would have been even smaller! As we continue our drive into the new millennium, the subject of vehicle electrics is becoming ever larger Despite the book likewise growing larger, some aspects of this topic have inevitably had to be glossed over, or left out However, the book still covers all of the key subjects and students, as well as general readers, will find plenty to read in the new edition This third edition has once again been updated and extended by the inclusion of more case studies and technology sections in each chapter Multiple choice questions have also been added to most chapters Subject coverage soon gets into a good depth; however, the really technical bits are kept in a separate section of each chapter so you can miss them out if you are new to the subject I have concentrated, where possible, on underlying electrical and electronic principles This is because new systems are under development all the time Current and older systems are included to aid the reader with an understanding of basic principles To set the whole automobile electrical subject in context, the first chapter covers some of the significant historical developments and dares yet again to speculate on the future … What will be the next major step in automobile electronic systems? I predicted that the ‘auto-PC’ and ‘telematics’ would be key factors last time, and this is still the case However, as 42 V systems come on line, there will be more electrical control of systems that until recently were mechanically or hydraulically operated – steer-by-wire, for example Read on to learn more … Also, don’t forget to visit http://www.automotivetechnology.co.uk where comments, questions and contributions are always welcome You will also find lots of useful information, updates and news about new books, as well as automotive software and web links Tom Denton, 2004 Electric vehicles 449 keeps the lead-acid cells at a constant 30–40 ° C which is the most efficient operating temperature Norton rotary engines achieved fame by winning major awards in the motorcycle racing world This engine has a fast warm-up and only an Nm starting torque Two electrically preheated catalytic converters are used and the injection system operates the engine on a lean burn setting at high load The engine supplies a constant output with the electric motor adding power for transient loads Figure 17.10 shows a sectional representation of the permanent magnet brushless DC motor The actual motor used weighs 45 kg and is liquid cooled; oil is used as the coolant to prevent freezing A sophisticated inverter and control circuit controls the motor The voltage supply to the motor is converted from the 216 V DC of the batteries to a 300 V DC stabilized rail The motor is supplied with three-phase power as either trapezoidal or square waves, the phase of which can be altered to control braking or acceleration The accelerator position provides an input to the control module and a Hall effect rotor position sensor provides a feedback signal The position feedback is to ensure the three phases of the motor are energized in the correct order The whole power unit weighs about 100 kg compared with 200 kg for a conventional system The batteries, however, add a further 130 kg above the normal, but allow a 48 km (30 mile) range without running the engine 17.3.4 A sodium-sulphur battery EV system Figure 17.10 Permanent magnet brushless DC motor The layout or interconnection of components on an EV depends on the type of battery and drive motor Figure 17.11 represents a system using sodiumsulphur (NaS) batteries, and a shunt wound DC motor using conventional brushes Altering the field current and/or the armature current changes the speed and torque of this type of motor The control characteristics used on this type of drive system are shown in Figure 17.12 The vehicle starts accelerating at time ϭ zero In the early stages of acceleration the field is held constant Figure 17.11 Layout that could be typical of a system using sodium-sulphur batteries and a shunt wound DC motor 450 Automobile electrical and electronic systems 12 V lead-acid battery This can be charged when required from the drive batteries via a DC/DC converter 17.3.5 Gas turbine hybrid The state-of-the-art gas turbine engine is very attractive to the automotive industry and is in line with environmental pressures towards low emissions and low fuel consumption The turbine engine has a number of useful features: G G G G G Figure 17.12 The control characteristics that can be used on this type of drive system and the armature current is limited so as to match the demand As speed increases, the field current is decreased which will weaken the main fields so reducing the back EMF from the armature The armature current demand can be met allowing increased speed A motor such as this is likely to be air cooled Some systems do, however, use liquid coolant A variable regenerative braking system is used to maximize the efficiency of the system This allows the batteries to be recharged during braking Batteries are often connected in series to increase the voltage Motor design is easier for higher voltages mainly due to less current being required for the same power transfer A battery management system is used to ensure the battery charge and discharge rates are controlled to the optimum value A number of warning functions can be built in to indicate an abnormality and a warning about the remaining range of the vehicle is also possible This information is displayed on the instrument pack The drive controller is made using existing power transistor technology The transistors are controlled by a microprocessor, which in turn has its characteristics set by software The controller receives input signals from the brake and accelerator pedals by using simple potentiometers Signals from the other controls are from basic switches A simple method of controlling the rest of the vehicle electrical system is by fitting a conventional Good thermal efficiency Clean combustion High power-to-weight ratio Multifuel capability Smoothness of operation These advantages could make it a natural successor to the reciprocating engine The automotive gas turbine is still in its infancy, despite many technical achievements made since the world’s first gas turbine car – the Rover ‘Jet 1’ The technical challenge posed by the automotive gas turbine remains considerable and is, in many ways, even greater today This is mainly due to the challenge created by advancing combustion, mechanical, aerodynamics, material and electrical technologies A further factor that has been added, and which was described earlier, is the hybrid electrical vehicle system, for which the gas turbine engine is most suitable The design scope of hybrid systems is also very wide The gas turbine engine has many features that suit automotive applications For example, it is compact and light, which allows flexibility in power train layout This reduces the vehicle weight, which results in better vehicle performance and economy Modern combustion chamber design makes the engine produce very low emissions of all pollutants, even when burning diesel This can be achieved without having to use catalytic converters These advantages are becoming increasingly important in the current market place Compared with an equivalent reciprocating engine, gas turbines are smooth and quiet in operation, can run on various types of hydrocarbon fuel, and their inherent mechanical simplicity will result in improved reliability and increased servicing intervals Compared with the conventional reciprocating engine, the turbine has, until recently, had poor transient power response and part load fuel economy There has also been a natural resistance to change by the automotive industry because of its huge investments in the infrastructure of the existing engine’s manufacture and service When the Electric vehicles 451 Figure 17.13 Inductive charging could help the development of the electric vehicle advantages of the turbine are combined with the advances in hybrid electrical systems, an exciting combination offers great potential for the future of the hybrid technique 17.3.6 Inductive charging The Nissan Altra, as described earlier in this chapter, uses inductive charging In this case a ‘paddle’ connected to an external power source, is used to plug into a ‘socket’ in the car The risk of electric shock and the possibility of over-heating due to ‘loose’ connections are almost eliminated ‘Drive in’ inductive charging is a possible development to help the advance of the electric vehicle The principle is shown in Figure 17.13 A coil, which forms the secondary winding of a transformer, is positioned on the car in a suitable position The primary winding of the transformer could be placed on a movable core which, when the vehicle is parked, could automatically lift into position and allow a magnetic link with the secondary winding 17.3.7 ZOXY battery system – ‘chemTEK’ The ZOXY zinc-air battery is not really a battery in the traditional sense The core of the ZOXY ‘P280’ is a single, easy-to-handle and flexible unit The battery dimensions are 220 ϫ 135 ϫ 39 mm3 and it weighs only kg Its energy density of 150 Wh/kg is five times the amount of lead-acid batteries The ZOXY battery will keep its charge for very long periods; its typical energy discharge is under 1% If the air supply is interrupted, the self-discharge falls well below 1% Another advantage of the ZOXY system is that it works in a wide temperature range (Ϫ20 ° C to ϩ40 ° C) Although production levels currently are relatively small, the costs of the ZOXY are equal to the costs of ordinary lead-acid batteries per unit of energy With economies of scale, the cost level of a ZOXY battery would fall considerably below that of its lead-acid counterpart While the ZOXY zinc-air battery is a ‘high-energy reservoir’, an additional ‘booster’ may be used for high acceleration vehicles to ensure optimum performance The booster battery provides the power necessary for the acceleration demands of the vehicle Higher speed driving may require an ability to merge into traffic relatively quickly On the other hand, city driving is slower-paced and acceleration requirements are reduced The cascade system, using two batteries, is an excellent way to provide for these and other driving needs An electronic control system manages the use of both battery types without the driver of the vehicle ever being aware of the changes The driving characteristics of such a system are similar to petrol/ gasoline and diesel-powered vehicles P280 Specifications G G G G G G G G G G Extended operating time (150 Wh/kg) Volume (33.0 ϫ 13.5 ϫ 3.9 cm3) Weight (1.25/2.00 kg dry/filled) Stable discharge curve, low self-discharge Low-sensitivity to temperature changes (Ϫ20 ° C to ϩ40 ° C) Environmentally friendly Voltages nominal/shut-off 1.1/0.6 V Nominal current/peak current 0Ϫ30/40 A Capacities at 10/20 A 320/280 Ah Energy content at 10/20 A 300/250 Wh 17.3.8 Hybrid case study – Ford The Ford Escape hybrid, when it goes into production, will be one of the most fuel-efficient and practical SUVs on the market The Escape hybrid will deliver between 35–40 miles per gallon (less than ltr/100 km) in city driving It will meet Stage IV emissions rules in Europe before they take effect in 2004, and achieve certification under California’s Super Ultra Low Emission Vehicle (SULEV) and Partial Zero Emission Vehicle (PZEV) emissions standards Timing of Escape hybrid is on track to arrive in dealer showrooms in late summer 2004 The Escape hybrid is designed to provide the same acceleration and functionality as the 200-hp V-6 version It uses a combination of a fuel-efficient Atkinson cycle (see Note on page 453) four-cylinder gasoline engine and an electric motor Overall fuel economy is nearly double that of the V-6 Escape The Escape hybrid recovers a substantial portion of what would otherwise be ‘lost energy’ by employing regenerative braking The Escape hybrid is a full hybrid able to run on either its internal combustion engine and/or its electric motor – depending on which will deliver the most efficient fuel performance Hybrid electric vehicles use a combination of electric storage batteries and an internal combustion 452 Automobile electrical and electronic systems Figure 17.14 Ford Escape hybrid (Source: Ford) Hydrogen Tank, 1781, 5000 psi Battery Pack Ni MH, 300 V Ballard Mark 902 Fuel Cell Stack Regenerative Brake System Integrated Powertrain 92 PS, 230 NM 315 Volt, max 330 A Figure 17.15 Ford Focus hybrid (Source: Ford) engine to provide increased operating efficiency The batteries supply electricity to drive an electric traction motor, and the engine runs as necessary to recharge the batteries or to provide additional power for acceleration The Escape hybrid will feature an electric drivetrain and a fuel-efficient four-cylinder engine With regenerative braking and nearly instantaneous start–stop capability for the engine (thanks to a powerful combined starter-generator) the front wheel drive Escape hybrid is expected to deliver between 35–40 mpg on the city cycle The generator motor shuts down the internal combustion engine when the vehicle is coasting (overrun) or stopped, saving the fuel normally spent in Electric vehicles 453 Figure 17.16 Ford Focus hybrid powertrain (Source: Ford) idling When additional power is called for, such as when the driver steps on the accelerator pedal from a stop, the generator-motor, positioned between the engine and transmission, instantaneously restarts the engine in less than 0.2 seconds The Escape hybrid is anticipated to be capable of being driven more than 500 miles (800 km) on a single tank of fuel The 2003 Ford Focus PZEV (partial zero emissions vehicle) even meets California’s stringent partial zero emissions standard without a reduction in performance It is powered by a 2.3-ltr I-4 engine, generating 148 horsepower (110 kW) and 152 foot-pounds (206 Nm) of torque The Focus FCV is the motor industry’s first ‘hybridized fuel cell vehicle’, bringing together the improved range and performance of hybrid technology with the overall benefits of a fuel cell Five of the 15 cars produced in 2002 are in a collaborative developmental stage with key customers The work enables Ford to receive real-time feedback on production-intent models The remaining 10 vehicles are going through Ford’s standard internal testing programs, including crash and emissions testing The Focus FCV is expected to demonstrate a 160–200 mile (250–320 km) operating range – a significant improvement on previous fuel cell vehicles The Focus FCV’s performance levels compare with a more conventional saloon and its top speed is governed at 80 mph Note 1: The Atkinson engine is effectively an Otto-cycle engine but with a different method of linking the piston to the crankshaft The arrangement of crank levers allows the Atkinson to cycle the piston through all four strokes in only one revolution of the main crankshaft It also allows the strokes to be different lengths; the inlet and exhaust strokes are longer than the compression and power strokes 17.4 Advanced electric vehicle technology 17.4.1 Motor torque and power characteristics The torque and power characteristics of four types of drive motors are represented in Figure 17.17 The four graphs show torque and power as functions of rotational speed A significant part of the choice when designing an EV is the drive motor(s), and how this will perform in conjunction with the batteries and the mass of the vehicle 17.4.2 Optimization techniques – mathematical modelling The effects of design parameters on the performance of an EV can be modelled mathematically This section presents some of the basic techniques Refer to Figure 17.18 and Table 17.2 for an explanation of the symbols Aerodynamic drag force: Fa ϭ Cd Af (Vv Ϯ Vwind )2 Rolling resistive force: Fr ϭ rmg cos() Climbing resistive force: Fc ϭ mg sin() Therefore the total resistive force is: Fresistive ϭ Fa ϩ Fr ϩ Fc Force developed at the wheels: Fdw ϭ Fmotor e m 454 Automobile electrical and electronic systems Figure 17.17 Motor torque and power characteristics Figure 17.18 Mathematical modelling – values used The tractive effort therefore is: Acceleration time can now be shown to be: Ftractive ϭ Fdw Ϫ Fresistive The maximum tractive force that can be developed: Fdwmax ϭ ␣aW /L ϩ a hcg /L The effective mass of a vehicle is: meff ϭ m ϩ J eff r t ϭ meff ∫ V2 V1 dV Ftractive Power required to hold the vehicle at a constant speed: Power ϭ Vv Fresistive em Electric vehicles 455 Table 17.2 Explanation of symbols Fa Cd Af Vv Vwind Fr r const Fc m g Fresistive Fdw e m a a W L hcg Jeff MB Y xi Aerodynamic drag force Density of air Coefficient of drag, e.g 0.3 to 0.4 Area of the vehicle front Velocity of the vehicle Velocity of the wind Rolling resistive force Road coefficient of friction Tyre rolling coefficient of friction Climbing resistive force Mass of the vehicle (total) Acceleration due to gravity Angle of the hill Total resistive force Force developed at the driving wheels Efficiency of the electric motor Efficiency of the mechanical transmission Centre of gravity position within the wheel base Coefficient of road adhesion Weight of the vehicle (mg) Length of the wheel base Height of the vehicle’s centre of gravity Total effective inertia of the vehicle Mass of the battery Power density of the battery (see Table 17.1) Correlation between energy density as a function of power density Power density of the batteries: yϭ Power Ms The correlation between energy density as a function of power density can be calculated: xi ϭ ay5 ϩ by4 ϩ cy3 ϩ dy2 ϩ ey ϩ f The range of the vehicle from fully charged batteries can be calculated from: xi y Range ϭ Vv ϫ Hours Hours ϭ Further calculations are possible to allow modelling – a subject which, if grasped, can save an enormous amount of time and money during development The information presented here is extracted from an excellent research paper (Reference: SAE paper 940336.) 17.5 New developments in electric vehicles 17.5.1 Motors in wheel – GM GM engineers have developed a potential breakthrough technology called wheel hub motors This development could dramatically increase consumer acceptance of advanced technology vehicles Two wheel hub motors in the rear of a front-wheel drive four-cylinder vehicle can increase torque at launch by up to 60% The torque is also available instantly This means that a four-cylinder engine could be made to perform like a six-cylinder engine The wheel hub motors generate about 25 kW each and only add about 15 kg each Traditional vehicles transfer energy from the engine through the clutch, gearbox, driveshafts and finally to the wheels More than 10% of the power created by the engine is lost in this ‘transmission’ process GM’s system uses a hybrid electric vehicle to generate electric power, which is sent directly to the motors This minimizes the energy lost Wheel hub motors produce all the torque that is available immediately, whereas conventional engines take time to get up to speed Wheel motors also enable a higher level of traction and anti-skid control, improved steering and enhanced vehicle performance The ability to control each individual wheel, with even better response than current traction control systems, brings added benefits For example, a vehicle stuck in mud would be easy to move – simply apply the traction to the tyre that has grip! 17.5.2 Hydrogen infrastructure One of the ‘fuels of the future’ is hydrogen because it produces zero emissions, particularly when used in fuel cells The number of fuel cell vehicles in use by the general population is soon (at the time of writing, 2003) expected to reach one million These vehicles will primarily be in use in the USA and Canada, but Europe is not far behind A suitable hydrogen fuelling infrastructure will soon become essential In order for the fuel cell vehicle market to expand, there needs to be firm support from government that the hydrogen fuelling infrastructure will be supported This building of consensus and developing routes towards a good hydrogen infrastructure will be necessary One estimate is that California, a leading US state in respect of clean air, will need some 1900 hydrogen fuelling stations by 2015 It is difficult to predict how quickly fuel cell vehicles will move into the consumer market It is likely that they will be used by some fleet customers first However, it is interesting to note that the development of the vehicle technology is only half the battle If there is nowhere convenient to refuel then consumers (you and I) will not make the change! 456 Automobile electrical and electronic systems 17.6 Self-assessment 17.6.1 Questions State what is meant by ZEV Describe briefly the term ‘Hybrid’ Explain what is meant by, and the advantages of, inductive charging Describe with the aid of sketches the different ways in which a hybrid vehicle can be laid out Explain the term ‘Power density’ List five types of EV batteries The GM EV-1 uses lead-acid or alkaline batteries State three reasons for this Describe with the aid of a sketch the operation of a synchronous motor State four types of EV drive motor 10 Describe how the Nissan Altra calculates the current range of the car 17.6.2 Assignment A question often posed about so-called ZEVs: as the electricity has to be generated at some point, often from burning fossil fuels, then how can they be said to produce no emissions? The answer, in my opinion, is that at the point of use the vehicles are ZEVs The production of the electricity for recharging, which will mostly be during the night, allows power stations to run at optimum efficiency and hence overall emissions are reduced Research and comment on this issue 18 World Wide Web 18.1 Introduction If you have access to a computer and modem then you are no doubt already interested in the Internet and the World Wide Web (WWW) In this short chapter I want to highlight some of the resources available to you on the net and on disk This chapter will show how useful the web is when researching for information or downloading useful programs 18.1.1 Latest news … Here are some interesting technologies together with a web link Please note that the ‘root’ web address is given because many more detailed links become out of date You will have to ‘dig’ a little to find the specific details The snippets of information and links are presented in no particular order or for any reason other than that I found them interesting The best link to follow is www.automotivetechnology.co.uk because all the links in this chapter, and many more, can be found there The Visteon Torque Enhancement System is said to achieve large engine performance from a small turbocharged engine This system uses an electronically controlled, electrically powered supercharger as part of an integrated air management system www.visteon.com Eberspächer have developed a dual flow exhaust system with a new type of honeycomb in the catalytic converter This reduces resonance and means the silencer shells can be 25% thinner and therefore lighter www.eberspaecher.com Omron has developed an advanced miniature camera, used for automotive safety applications The camera is very sensitive and can work well in very difficult light conditions such as in tunnels or very bright sunlight www.omron.com Toyota are introducing a hybrid vehicle that uses constantly variable transmission The vehicle qualifies as an ultra low emission vehicle (ULEV) and it can generate 1500 W of power when it is stationary or moving www.toyota.co.jp A new flat six-engine from Subaru uses an active valve control system The engine is said to be one of the lightest 6-cylinder engines in the world www.subaru.co.jp A SilverVision bulb made by Schott is interesting It appears silver when not lit but produces amber light when it is The bulbs are interchangeable with standard types www.us.schott.com CO2 as a substitute for R134a refrigerant in air conditioning systems is under test by Behr CO2 is more dense than R134a so lower flow rates achieve the same level of cooling However, higher pressures mean that the AC components have to be stronger www.behrgroup.com A Swedish company called Active Attention has developed a system called Alerta, which has the ability to measure a driver’s ability to control a vehicle It does this by measuring steering wheel torque and changes in lateral inertia www.active-attention.com Non-contact sensors mean that the sensor never suffers from wear and tear Tyco Electronics is a major supplier in this area www.tycoelectronics.com Dura have developed a smart parking brake Levers and/or foot pedals are replaced by an electromechanical device, which interfaces with the conventional rear brakes A simple one-touch switch controls operation It was first used on the Jaguar S-Type in 2003 A major advantage of the system as well as ease of operation is that it frees up valuable space www.duraauto.com Beru produce a tyre safety system (TSS) This permanently monitors tyre pressures and warns of any deviation www.beru.com Bosch, along with many other developments, has now produced an on-board network structure with Multiplex technology that greatly simplifies the body electrics of a commercial vehicle www.bosch.com 18.2 Automotive technology – electronics The Automotive Technology (AT) program is all about learning how complex automotive systems 458 Automobile electrical and electronic systems Figure 18.1 ‘It is all about INPUTS and OUTPUTS’ work – and how to fix them when they not! AT Electronics helps you learn how systems (engine management in particular) operate, how the inputs to a system affect its outputs, and what the effects are when a fault occurs Diagnostic routines, which are built into the program, will allow you to put into practice some of the skills you develop but ensure that you work in a logical way The MultiScope feature allows you to examine signals from sensors and those supplied to actuators It also contains a scanner and multimeter to show typical readings A telemetry screen, text and pictures window can also be used Learning tasks, which are part of the help file, will help you work your way through the program The program allows you to control the inputs to systems and note the effect this has on the outputs In this way you will start to understand the operation of automobile electronic systems Figure 18.1 shows the charging system simulation In this case an example of the inputs would be engine/alternator speed and an example of the outputs would be the system voltage Diagnostics are possible by creating a fault and carrying out tests to locate it! A database is built into the program to assist with this and MultiScope has lots of functions to help The methods used are appropriate for use on real systems This is an ideal training system for trainees and students The main simulation windows relate the engine management, starting and charging – but others are ‘under construction’ The shareware program can be downloaded from www.automotive-technology.co.uk 18.3 Self-assessment 18.3.1 Questions State the web address of Ford in the UK, Australia, New Zealand and USA Check and comment on the latest news from: www.automotive-technology.co.uk Calculate the efficiency of a modern charging system AND send me the answer via email State four advantages AND four disadvantages of research via the web Describe briefly why this chapter only has FIVE questions! 18.3.2 Assignment Look back at any of the other assignments in this book and choose one for further study Your task is to use the web as your research tool Produce a report on the latest technology developments in your chosen subject area Email it to me if you wish and I may be able to use it in the next edition Good luck with your future studies and work – keep in touch: tom.denton@automotivetechnology.co.uk Index Acceleration, 266 Accelerometer, 420 Accuracy, 36, 58, 59 Active roll reduction, 380 Active suspension, 374 Active valve train, 241 Actuators, 36, 46 Advance angle, 170 After-burning, 246 After-start enrichment, 265 Air bags, 421 Air conditioning, 356, 358, 361, 365 Air shrouding, 242 Airbags, 418, 425 Air-cored gauge, 335, 344 Alkaline batteries, 120 Alternator, 75, 128 Ampere’s law, 17 Ampere-hour capacity, 112 Amplifier, 21, 23 Analogue display, 340 Analogue to digital conversion (A/D), 26, 183 Antilock Brake System (ABS), 370, 376, 384, 389, 394, 398 Armature, 152 Armature reaction, 366 Artificial intelligence, 280 Asynchronous motor, 444 Atom, 12 Audio, 429 Auto PC, 415 Automatic clutch, 382 Automatic temperature control, 360 Automatic transmission, 377 Automotive technology – electronics, 457 Back lighting, 341 Batteries, 110 Battery, 449 Battery acid, 11 Beam setting, 298 Bending light, 312 Bifocal, 294 Bimetal strip, 333 Black box technique, 391 Blower motors, 357 Blue tooth, 103, 106 Boost charging, 113 Brake assist, 381 Brake lights, 293, 322 Brake pressure, 371 Brake slip, 371 Brake-by-wire, 397 Bridge circuits, 23 Buses, 31 Cables, 83 Capacitance, 14, 40 Capacitor, 18, 20, 53 Capacitor discharge ignition, 179 Carbon monoxide, 206 Carburation, 208 Carburettor, 209 Catalysts, 228 Catalytic converter, 248, 285, 246 Cell, 111 Central processing unit, 31 Centrifugal advance, 172 Characteristic curves, 155 Charging, 128, 143, 451 Charging circuit, 135 Charging voltages, 129 Chemical effect, 12 Chloro fluro carbon (CFC), 358 Circuit breakers, 88 Circuit diagrams, 97 Circuit numbering, 84 Circuit symbols, 19 Circuits, 151 Closed loop, 83, 247 Clutch actuator, 382 Cold cranking amps, 112 Cold running, 265 Colour codes, 84, 85 Combinational logic, 27 Combustion, 199 Combustion control, 284 Common rail high-pressure pump, 232 Common rail injection, 232 Communications, 429 Compact disk (CD), 352 Compound wound meter, 154 Compression ignition, 203 Compressor, 359, 362, 368 460 Index Condensor, 362 Conduction, 366 Constant dwell, 174 Constant energy, 175, 193 Contact breakers, 172 Contact breakers, 191 Controller area networks (CAN), 107 Controller area networks (CAN), 69, 93, 96, 106, 147 Convection, 366 Conventional current flow, 12 Coolant sensor, 181 Cooling, 287 Cooling fan motors, 323 Crankshaft sensor, 180 Cruise control, 407, 437 Current flow diagrams, 98 Damping, 333 Darlington pair, 25 Day running lights, 293 DC motor, 445 Detonation, 201 Development of, Diagnostic link connector, 79 Diagnostic socket, 243 Diagnostic software, 80 Diagnostic trouble code, 79 Diagnostics, 106 Diesel common rail, 230 Diesel fuel injection, 214 Digital audio broadcast, 412, 432 Digital circuits, 26 Digital instrumentation, 336 Digital oscilloscope, 62 Digital to analogue conversion, 25, 26 Digital versatile disk (DVD), 352 Dim-dip, 299, 302 Diodes, 20 Dipped beam, 302 Direct ignition, 185, 194 Direct injection, 286 Discharge tester, 114 Distributorless ignition, 184, 193 Door lock actuator, 405 Door locking, 405 Drive motors, 443 Drive-by-wire, 383 Dwell, 174, 275 Dwell angle, 177, 240 Dynastart, 160 EC motors, 444 ECU, 319, 372, 376, 404, 418, 437 Efficiency, 118, 143, 167 Electric engine cooling, 331 Electric power steering, 379 Electric vehicle (EV), 443 Electric vehicles, 443 Electric window, 405, 427 Electro hydraulic braking, 398 Electrochemistry, 115 Electrode, 187 Electrode gap, 188 Electroluminescent, 354 Electrolyte, 111 Electromagnetic compatibility (EMC), 100 Electron flow, 12 Electronic clutch, 380 Electronic control of diesel injection, 217 Electronic control unit (see also ECU), 182, 213 Electronic heating control, 358 Electronic wiper control, 330 EMC, 100 Emission regulations, 207 Emissions, 205, 248, 287 Engine analyser, 63 Enrichment, 224 Equivalent circuit, 150 EV batteries, 443 Evaporator, 359, 362 Exhaust emission, 171, 205, 216, 234 Exhaust gas, 11, 64 Exhaust gas oxygen sensor, 44 Exhaust gas recirculation (EGR), 245, 248 Faraday’s law, 17 Field coils, 153 Field poles, 152 Field windings, 153 Filament, 291 Filter, 24 Flasher unit, 322, 324 Fleming’s rules, 17 Focal point, 296 Fog lights, 293 Fuel cells, 121 Fuel injection, 210 Fuel injector, 47 Fuel pressure regulator, 213 Fuel pump, 213 Fuel supply, 262 Fuses, 88 Gas discharge, 299 Gas discharge lamp, 299, 309 Gas discharge lighting, 314 Gas turbine, 450 Gas-by-wire, 289 Gasoline direct injection (GDI), 251, 396 Index Gauges, 333 Global positioning system (GPS), 348, 352 Glow plug, 220 Hall effect, 38, 53, 74, 175, 334 Hall effect sensor, 51 Halogen, 291 Head up display (HUD), 353 Headlamp, 300 Headlamp levelling, 307 Headlight adjustment, 298 Headlight cleaners, 323 Headlight patterns, 296 Head-up display, 309, 342 Heat range, 186, 189 Heating and ventilation, 356 Heating effect, 12 Heavy vehicle starters, 159 HFC, 358 High resistance, 13 High tension, 170 Holography, 347 Homifocal reflector, 295 Horns, 322 Hot film air mass flow meter, 42 Hot wire air flow meter, 223 HVAC, 357 Hybrid, 448, 450, 452 Hybrid drives, 446 Hybrid vehicles, 446 Hydraulic modulator, 373 Hydrocarbons, 206 Hydrogen, 455 Hydrometer, 114 Idle control actuator, 212 Idling phase, 265 Ignition, 170, 300 Ignition angle, 182 Ignition coil, 171, 196 Ignition timing, 240, 274 In car entertainment (ICE), 410 Indicators, 292, 324 Inductance, 14 Induction, 16 Inductive pulse generator, 176 Inductive sensor, 38 Inductor diode, 53 Inductors, 20 Inertia starters, 155 Infrared lights, 307 Injection cut-off, 266 Injection duration, 273, 276 Injector, 75, 263 Inlet manifold, 241 Instrument lighting, 354 Integrated circuit, 20 Integrated starter alternator damper, 160 Integrated starter generator, 161, 164 Intelligent airbag sensing, 431 Intelligent front lighting, 311 Interference, 413 Intermediate transmission, 158 Intermittent wipe, 320 Internal resistance, 118 Internet, 457 Jetronic variations, 219 Jewel aspect, 306 Key programming, 434 Keypad entry, 440 Kirchhoff’s laws, 17 Knock protection, 266 Knock sensor, 41, 181 Lambda, 44 Lambda control, 240 Lambda diesel, 237 Lambda sensor, 54, 76, 212 Lead-acid batteries, 111 Lean burn, 227, 282 LED displays, 340 LED lighting, 299, 301 Lenses, 296, 297 Lenz’s law, 17 Light bulb, 291 Light emitting diode (LED), 53, 301, 314, 339, 353 Light sensors, 44 Lighting circuit, 299 Limited slip differential, 381 Linear lighting, 306 Linear wiper system, 327 Liquid crystal, 340 Load advance, 191 Lock torque, 166 Log gates, 27 Lost spark, 184 Luminous flux, 310 Magneride, 400 Magnetic Effect, 12 Magnetic field, 18, 152, 348 Magnetism, 15, 152 Main beam, 302 Manifold absolute pressure sensor, 180, 261 Measurement, 35 Memory, 31 Memory circuits, 29 461 462 Index Microcontroller, 33 Microprocessor, 30, 32 Mirrors, 403 Mobile communications, 414 Molecule, 11 Motor characteristics, 153 Motors, 15 Motors in wheel, 455 Motronic, 68 Moving iron, 334 Multimedia, 409 Multimeter, 59 Multiplexed displays, 346 Multiplexed wiring, 91 Multipoint, 211 Multipoint injection, 221 MultiScope, 278, 458 Mutual induction, 16 Navigation system, 344 Neon, 306 Night vision, 308 Nitrogen oxides, 206 Noise control, 424 Obstacle avoidance, 421 Obstacle avoidance radar, 422 Ohm’s law, 13, 17, 116 Oil pressure, 337 On board diagnostics (OBD), 66, 68, 69, 78, 106, 243 Open circuit, 13 Open loop systems, 83 Optical pulse generator, 178 Oscilloscope, 57 Oxygen sensor, 43, 60 Parallel circuit, 15 Parking aid, 432 Particulate filters, 235 Particulate matter, 206 Passive anti-theft system, 433 Passive keyless entry, 439 Permanent magnet (PM) motor, 329 Permanent magnet motors, 154 Permanent magnet starters, 157 Piezo injector, 233 Piezoelectric inline injectors, 232 Plenum chamber, 356 Ports, 31 Position memory, 404 Power steering, 387 Pre-engaged starter, 156, 159 Pre-ignition, 201 Pressure sensing, 242 Primary circuit, 74 Programmed ignition, 180, 193 Quantization, 347 Radar, 421 Radiation, 366 Radio data systems (RDS), 345, 411 Radio reception, 411 Rain sensor, 45 Random access memory (RAM), 30, 183 Rate of burning, 200 Read only memory (ROM), 183, 245, 264 Read only memory, 30 Rear lights, 293 Rear wiper, 321 Receiver-drier, 363 Rectification, 131 Rectifier, 132 Reflectors, 293, 296, 307 Refraction, 297 Refrigeration, 358 Regenerative breaking, 168 Regulator, 134, 137 Relays, 15 Remote keyless entry, 439 Reserve capacity, 112 Resistance, 14, 40, 59 Resistor, 14, 18, 53 Reverse sensing, 432 Reversing lights, 293 Roller clutch, 157 Rolling code, 406 Rotary idle actuator, 48 Rotor, 130 Scanner, 66 Schmitt trigger, 23 Schmitt trigger, 336 Screen heating, 361 Seat adjustment, 403 Seat heating, 360 Seat-belt tensioners, 421 Secondary circuit, 74 Security, 416 Sensors, 36, 333 Sequential logic, 28 Sequential petrol injection, 218 Series circuit, 15 Series wound meter, 154 Short circuit, 13 Shunt wound meter, 154 Sidelights, 293, 302 Single point injection, 211, 225 Slip, 393 Index Smart charging, 144 Sodium sulphur battery, 122 Solenoid, 46 Spark plugs, 185 Speakers, 410 Speed advance, 191 Speedometers, 336 Square wave, 176 Starter circuit, 156, 162 Starter motor, 150 Starter-generator, 167 Starting, 149, 265 Stator, 130 Steer-by-wire, 396 Stepper motor, 25, 48 Strain gauge, 39 Stratification, 202, 244 Sunroofs, 403 Switches, 90, 92 Symbols, 97 Synchronous motors, 50 System, 82, 149 Turn angle sensor, 348 Two-stroke, 282 Tyre pressure warning, 423 Tachometer, 336 Telematics, 345, 350, 429 Tensioners, 418 Terminal designation numbers, 85 Terminal diagram, 98, 101 Terminals, 89 Thermistor, 36, 53, 333 Thermocouple, 37 Throttle control, 376 Throttle position sensor, 212 Throttle potentiometer, 40, 53 Timers, 24 Timers and counters, 28 Torque, 149 Traction control, 375, 395, 398 Transistor, 20, 53 Trip computer, 338 Tungsten, 291 Water-cooled alternators, 144 Waveforms, 63, 73, 74 Wheel acceleration, 371 Wheel speed sensors, 372 Window control circuit, 406 Windscreen washers, 318 Wiper circuit, 319, 325 Wiper motors, 318 Wipers, 317 Wiring harness, 85, 87 World Wide Web, 457 Ultra-capacitors, 121 Ultra-lean mixture, 255 Ultraviolet, 301 Unit injector, 231 Vacuum advance, 172 Vacuum fluorescent, 341 Valve timing, 240, 244 Variable compression ratios, 288 Variable resistor, 334 Variable valve timing, 242 Vehicle condition monitoring, 337 Visual display, 339 Voltage regulators, 133 Voltage stabilizer, 335 Voltmeter, 118 Volumetric efficiency, 258 X-by-wire, 8, 395 Xenon, 305, 314 Xenon headlamp, 304 Zener diode, 134, 334 Zero emission vehicle (ZEV), 443 463 ... feedback the input and feedback resistors determine the gain Gain ϭ ϪRf RI 26 Automobile electrical and electronic systems Figure 2.29 Digital-to-analogue converter If the digital-to-analogue converted... referred to as flip-flops There are three main types of flip-flop: an RS memory, a D-type flip-flop and a JK-type flip-flop The RS memory can be constructed by using two NAND and two NOT gates,... engine This engine used a form of Automobile electrical and electronic systems Claw-pole alternator DC/Dc-Converter 14V/42V –bi-directional Signal and output distributor –Decentral fusing –Diagnostics