Automobile Electrical and Electronic Systems P1 pot

Automobile Electrical and Electronic SystemsThird edition... Automobile Electrical and Electronic SystemsThird edition Associate Lecturer, Open University AMSTERDAM BOSTON HEIDELBERG LON

Automobile Electrical and Electronic Systems

Third edition

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Automobile Electrical and Electronic Systems

Third edition

Associate Lecturer, Open University

AMSTERDAM BOSTON HEIDELBERG LONDON NEW YORK OXFORD

PARIS SAN DIEGO SAN FRANCISCO SINGAPORE SYDNEY TOKYO

Elsevier Butterworth-HeinemannLinacre House, Jordan Hill, Oxford OX2 8DP

200 Wheeler Road, Burlington, MA 01803First published in Great Britain in 1995 by Arnold, a member of Hodder Headline plc

Second edition, 2000Third edition, 2004Copyright © 1995, 2000, 2004, Tom Denton All rights reservedThe 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: (44) (0) 1865 843830; fax: (44) (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 LibraryISBN 0 7506 62190

Composition by Charon Tec Pvt LtdPrinted and bound in Great BritainFor information on all Butterworth-Heinemann publicationsvisit our website at: www.bh.com

5.5 Advanced battery technology 115

vi Contents

10.6 Case study – Bosch 258

Contents vii

16 Comfort and safety 403

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

read-ers, will find plenty to read in the new edition

This third edition has once again been updatedand extended by the inclusion of more case studies

and technology sections in each chapter Multiple

choice questions have also been added to most

chap-ters Subject coverage soon gets into a good depth;

however, the really technical bits are kept in a

sepa-rate section of each chapter so you can miss them

out if you are new to the subject

I have concentrated, where possible, on underlyingelectrical and electronic principles This is because

new systems are under development all the time

Current and older systems are included to aid thereader with an understanding of basic principles

To set the whole automobile electrical subject incontext, the first chapter covers some of the signif-icant historical developments and dares yet again tospeculate on the future …

What will be the next major step in automobileelectronic systems? I predicted that the ‘auto-PC’and ‘telematics’ would be key factors last time, andthis 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 orhydraulically operated – steer-by-wire, for exam-ple Read on to learn more …

Also, don’t forget to visit technology.co.uk where comments, questions andcontributions are always welcome You will alsofind lots of useful information, updates and newsabout new books, as well as automotive softwareand web links

http://www.automotive-Tom Denton, 2004

Preface

The book has grown again! But then it was alwaysgoing to, because automobile electrical and elec-tronic systems have grown I have included just abit more coverage of basic electrical technology inresponse to helpful comments received This can beused as a way of learning the basics of electrical andelectronic theory if you are new to the subject, or as

an even more comprehensive reference source forthe more advanced user The biggest change is thateven more case studies are included, some very newand others tried and tested – but they all illustrateimportant aspects

There has been a significant rationalization ofmotor vehicle qualifications since the second edition

However, with the move towards Technical cates, this book has become more appropriatebecause of the higher technical content AE&ES3 isideal for all MV qualifications, in particular:

Certifi-● All maintenance and repair routes through themotor vehicle NVQ and Technical Certificates

● BTEC/Edexcel National and Higher Nationalqualifications

● International MV qualifications such as C&G3905

● Supplementary reading for MV degree levelcourse

The needs of these qualifications are met becausethe book covers theoretical and practical aspects.Basics sections are included for ‘new users’ andadvanced sections are separated out for moreadvanced users, mainly so the ‘new users’ are notscared off! Practice questions (written and multiplechoice) are now included that are similar to thoseused by awarding bodies

Keep letting me know when you find the oddmistake or typo, but also let me know about new andinteresting technology as well as good web sites

I will continue to do the same on my site so keepdropping by

Tom Denton, 2004

Introduction to the third edition

I am very grateful to the following companies who

have supplied information and/or permission to

reproduce photographs and/or diagrams, figure

numbers are as listed:

AA Photo Library 1.8; AC Delco Inc 7.26; Alpine

Audio Systems Ltd 13.27; Autodata Ltd 10.1

(table); Autologic Data Systems Ltd.; BMW UK

Ltd 10.6; C&K Components Inc 4.17; Citroën UK

Ltd 4.29, 4.31, 7.31; Clarion Car Audio Ltd 16.21,

16.24; Delphi Automotive Systems Inc 8.5;

Eberspaecher GmbH 10.13; Fluke Instruments UK

Ltd 3.5; Ford Motor Company Ltd 1.2, 7.28, 11.4a,

12.18, 16.37; General Motors 11.24, 11.25, 15.20,

17.7; GenRad Ltd 3.11, 3.18, 3.19; Hella UK Ltd

11.19, 11.22; Honda Cars UK Ltd 10.5, 15.19;

Hyundai UK Ltd 11.4d; Jaguar Cars Ltd 1.11,

11.4b, 13.24, 16.47; Kavlico Corp 2.79; Lucas Ltd

UK Ltd 3.7, 6.28, 7.30, 8.34, 8.39; Rover Cars Ltd.4.10, 4.11, 4.28, 8.19, 8.20, 10.3, 11.20, 12.17,13.11, 14.9, 14.12, 14.13, 14.14, 14.15, 14.16, 14.17,15.21, 16.2, 16.46; Saab Cars UK Ltd 18.18, 13.15;Scandmec Ltd 14.10; Snap-on Tools Inc 3.1, 3.8;Sofanou (France) 4.8; Sun Electric UK Ltd 3.9;Thrust SSC Land Speed Team 1.9; Toyota Cars UKLtd 7.29, 8.35, 8.36, 9.55; Tracker UK Ltd 16.51;Unipart Group Ltd 11.1; Valeo UK Ltd 6.1, 7.23,11.23, 12.2, 12.5, 12.13, 12.20, 14.4, 14.8, 14.19,15.35, 15.36; VDO Instruments 13.16; Volvo CarsLtd 4.22, 10.4, 16.42, 16.43, 16.44, 16.45; ZFServomatic Ltd 15.22

Many if not all the companies here have goodweb pages You will find a link to them from mysite Thanks again to the listed companies If I haveused any information or mentioned a companyname that is not noted here, please accept myapologies and acknowledgements

Last but by no means least, thank you once again

to my family: Vanda, Malcolm and Beth

Acknowledgements

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1.1 A short history

1.1.1 Where did it all begin?

The story of electric power can be traced back to

around 600 BC, when the Greek philosopher

Thales of Miletus found that amber rubbed with a

piece of fur would attract lightweight objects such

as feathers This was due to static electricity It is

thought that, around the same time, a shepherd in

what is now Turkey discovered magnetism in

lode-stones, when he found pieces of them sticking to

the iron end of his crook

William Gilbert, in the sixteenth century, provedthat many other substances are ‘electric’ and that they

have two electrical effects When rubbed with fur,

amber acquires ‘resinous electricity’; glass, however,

when rubbed with silk, acquires ‘vitreous electricity’

Electricity repels the same kind and attracts the

opposite kind of electricity Scientists thought that the

friction actually created the electricity (their word

for charge) They did not realize that an equal amount

of opposite electricity remained on the fur or silk

A German, Otto Von Guerick, invented the firstelectrical device in 1672 He charged a ball of sul-

phur with static electricity by holding his hand

against it as it rotated on an axle His experiment

was, in fact, well ahead of the theory developed in

the 1740s by William Watson, an English physician,

and the American statesman Benjamin Franklin, that

electricity is in all matter and that it can be

trans-ferred by rubbing Franklin, in order to prove that

lightning was a form of electricity, flew a kite during

a thunder-storm and produced sparks from a key

attached to the string! Some good did come from this

dangerous experiment though, as Franklin invented

the lightning conductor

Alessandro Volta, an Italian aristocrat, inventedthe first battery He found that by placing a series of

glass jars containing salt water, and zinc and copper

electrodes connected in the correct order, he could

get an electric shock by touching the wires This

was the first wet battery and is indeed the forerunner

of the accumulator, which was developed by the

French physicist Gaston Planche in 1859 This was alead-acid battery in which the chemical reaction thatproduces electricity could be reversed by feedingcurrent back in the opposite direction No battery orstorage cell can supply more than a small amount ofpower and inventors soon realized that they needed

a continuous source of current Michael Faraday,

a Surrey blacksmith’s son and an assistant to SirHumphrey Davy, devised the first electrical gener-ator In 1831 Faraday made a machine in which acopper disc rotated between the poles of a largemagnet Copper strips provided contacts with therim of the disc and the axle on which it turned; cur-rent flowed when the strips were connected

William Sturgeon of Warrington, Lancashire,made the first working electric motor in the 1820s

He also made the first working electromagnets andused battery-powered electromagnets in a generator

in place of permanent magnets Several inventorsaround 1866, including two English electricians –Cromwell Varley and Henry Wilde – produced per-manent magnets Anyos Jedlik, a Hungarian physi-cist, and the American pioneer electrician, MosesFarmer, also worked in this field The first reallysuccessful generator was the work of a German,Ernst Werner Von Siemens He produced his gener-ator, which he called a dynamo, in 1867 Today, theterm dynamo is applied only to a generator that provides direct current Generators, which producealternating current, are called alternators

The development of motors that could operatefrom alternating current was the work of anAmerican engineer, Elihu Thomson Thomson alsoinvented the transformer, which changes the voltage

of an electric supply He demonstrated his invention

in 1879 and, 5 years later, three Hungarians, OttoBlathy, Max Deri and Karl Zipernowksy, producedthe first commercially practical transformers

It is not possible to be exact about who ceived particular electrical items in relation to themotor car Innovations in all areas were thick andfast in the latter half of the nineteenth century

con-In the 1860s, Ettiene Lenoir developed the firstpractical gas engine This engine used a form of

1

Development of the automobile

electrical system

electric ignition employing a coil developed byRuhmkorff in 1851 In 1866, Karl Benz used a type

of magneto that was belt driven He found this to beunsuitable though, owing to the varying speed ofhis engine He solved the problem by using two pri-mary cells to provide an ignition current

In 1889, Georges Bouton invented contact ers for a coil ignition system, thus giving positivelytuned ignition for the first time It is arguable that this

break-is the ancestor of the present day ignition system

Emile Mors used electric ignition on a low-tensioncircuit supplied by accumulators that were rechargedfrom a belt-driven dynamo This was the first success-ful charging system and can be dated to around 1895

The now formidable Bosch empire was started

in a very small way by Robert Bosch His mostimportant area of early development was in con-junction with his foreman, Fredrich Simms, whenthey produced the low-tension magneto at the end

of the nineteenth century Bosch introduced the high-tension magneto to almost universal acceptance

in 1902 The ‘H’ shaped armature of the very est magneto is now used as the Bosch trademark onall the company’s products

earli-From this period onwards, the magneto wasdeveloped to a very high standard in Europe, while

in the USA the coil and battery ignition system tookthe lead Charles F Kettering played a vital role inthis area working for the Daytona electrical com-pany (Delco), when he devised the ignition, startingand lighting system for the 1912 Cadillac Ketteringalso produced a mercury-type voltage regulator.The third-brush dynamo, first produced by

Dr Hans Leitner and R.H Lucas, first appeared inabout 1905 This gave the driver some control overthe charging system It became known as the con-stant current charging system By today’s standardsthis was a very large dynamo and could produce onlyabout 8 A

Many other techniques were tried over the nextdecade or so to solve the problem of controlling out-put on a constantly varying speed dynamo Somenovel control methods were used, some with moresuccess than others For example, a drive system,which would slip beyond a certain engine speed,was used with limited success, while one of myfavourites had a hot wire in the main output linewhich, as it became red hot, caused current tobypass it and flow through a ‘bucking’ coil to reducethe dynamo field strength Many variations of the

‘field warp’ technique were used The control ofbattery charging current for all these constant cur-rent systems was poor and often relied on the driver

to switch from high to low settings In fact, one ofthe early forms of instrumentation was a dashboardhydrometer to check the battery state of charge!The two-brush dynamo and compensated voltagecontrol unit was used for the first time in the 1930s

2 Automobile electrical and electronic systems

Claw-pole alternator DC/Dc-Converter 14V/42V –bi-directional

Signal and output distributor –Decentral fusing

–Diagnostics Energy management –Coordination of alternator, power consumers and drive train Dual-battery electrical system

–Reliable starting –Safety (By-wire-systems)

1 2 3

4

5

Components 14V Components 42V

4 3

1

5 3 2

3

5

Figure 1.1 Future electronic systems (Source: Bosch Press)

Figure 1.2 Henry Ford’s first car, the Quadricycle