china infineon symposium september, 2010 · • tle 81xx - scalable flex family • kp 2xx - kp...

Powertrain system solutionChina Infineon Symposium

September, 2010

Patrick Leteinturier,

Senior Principal Powertrain Systems

06.09.2010 Copyright © Infineon Technologies 2010. All rights reserved.

Presentation Outline

Powertrain market trends

Gasoline systems

Diesel systems

Transmission systems

Accessories

Stop / Start

Summary / Concluding remarks


System expertise with broad application

competence

Optimized power train products

Competitive & scalable chip-set solutions

Performance and innovation leader

High quality products and services since

more than 40 years

Sensors:

Position & Current

Barometric & Manifold Pressure

Microcontroller: 8bit, 16bit & 32bit

Actuators:

H-Bridges for Throttle & EGR Control

Multi Channel Low Side Switches

Power supplies (Linear & DC/DC)

CAN/LIN Transceivers

Infineon AutomotiveYour trusted partner for Powertrain

xyz N°1 in Automotive Semiconductors Source: Strategy Analytics (SA), May 2010

¬N° 1 in EU, N° 2 in USA, N° 5 in Japan

¬30%+ market share in Cam, Crank and transmission sensing

¬25%+ market share in powertrain MCUs

Long-term partnership with OEMs, Tier1 and

Engineering Services providers

We recognize the market driversWe recognize the market drivers Infineon’s Market PositionInfineon’s Market Position

Infineon’s Chip-Set SolutionsInfineon’s Chip-Set Solutions Infineon’s Key DifferentiatorsInfineon’s Key Differentiators

CO2 Reduction

HC, CO, NOx, PM

Pollution Reduction

Affordable Cars

TriCore


Light Vehicle Production Outlook

TrendsTrends

2008-09:

• Up to 28% production

downturn of the mature

markets in 2008 & 2009

• And continuous growth in

APAC & ROW

2011:

• Expected to be the first

year of sustained recovery

• The winners will be BRIC

• Nevertheless lot of

influence on design from

WE, JP, NA

2008-09:

• Up to 28% production

downturn of the mature

markets in 2008 & 2009

• And continuous growth in

APAC & ROW

2011:

• Expected to be the first

year of sustained recovery

• The winners will be BRIC

• Nevertheless lot of

influence on design from

WE, JP, NA

Millions of Units

33,7

16,2 19,7 24,0 26,1 28,3 30,0 31,4

32,4

22,7 22,0 21,1 20,0 18,7

17,4 16,9

16,3 20,5

8,6

11,6 12,7

13,4 14,4

15,2 15,6 15,6

12,6

9,0 9,2 9,2

9,2 9,0

8,7 8,4

7,5

10,7

8,4 8,2 8,0 7,5

6,9 6,3

5,9

5,4

5,5

-

10

20

30

40

50

60

70

80

90

100

2008 2009 2010 2011 2012 2013 2014 2015 2016

Source: CSM Worldwide, Apr-2010

APAC Europe NAFTA Japan ROW

CAGR 4,7%


Engine Production 2008-2015

TrendsTrendsMillions of Units

3,2 3,3 4,3 4,8

49,2 40,7 43,6

48,7 53,2 56,3 58,3 59,6

9,4

6,8 8,0

8,7

9,0 9,8

9,7 9,8

3,4

2,4 2,7

3,0

3,1 3,1

3,2 3,4

3,9 4,1 3,8 5,0 -

10

20

30

40

50

60

70

80

90

2008 2009 2010 2011 2012 2013 2014 2015

Source: Global Insight, Apr-09

2.000

2.020

2.040

2.060

2.080

2.100

2.120

2.140

2.160

cc

1-2 cyl. 3 cyl. 4 cyl.

5-6 cyl. 8+ cyl. Downsizing

Fuel Mix:

• ~25% Diesel & ~75%

Gasoline

• Variable share of Flex-Fuel

Downsizing:

Growth of 2-3 cyl. share

Growth of 4cyl. share

Reduction of 8cyl. & 6cyl.

Displacement reduction

Fuel Mix:

• ~25% Diesel & ~75%

Gasoline

• Variable share of Flex-Fuel

Downsizing:

Growth of 2-3 cyl. share

Growth of 4cyl. share

Reduction of 8cyl. & 6cyl.

Displacement reduction


Automatic Transmission Market 2008-2015

Automatic Transmission ProductionMillions of Units

23,3 17,5 19,6 21,7 22,5 23,5 23,8 24,4

4,0

3,6 4,4

5,2 6,0 6,5 7,1 7,3 0,4

0,6 1,0

1,8 2,8

3,5 3,9 4,2

0,8 0,8

0,8 0,7

-

5

10

15

20

25

30

35

40

2008 2009 2010 2011 2012 2013 2014 2015

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

ECAT CVT DCT AMT Seperate TCU

2020

TrendsTrends

• > 70% separate

control units!

• Clear regional transmission

preferences

• Significant market share

expected in China

Fuel savings:

Double clutch is growing

1#: Planetary Gear-set

with on-going shift from

4 to 6-speed or higher

• > 70% separate

control units!

• Clear regional transmission

preferences

• Significant market share

expected in China

Fuel savings:

Double clutch is growing

1#: Planetary Gear-set

with on-going shift from

4 to 6-speed or higher Source: Global Insight, Apr-09


Efficient mobility

Engine

Gasoline Engine

20% CO2 reduction

Diesel Engine

10% CO2 reduction

Hybridization

µHybrid -> Stop/Start + efficient gene.

10% CO2 reduction

Mild Hybrid

20% CO2 reduction

Full Hybrid

30% CO2 reduction

Transmission

MT Switch point assistance

2% CO2 reduction

High efficient AMT or DCT

2% CO2 reduction

Energy managementEnergy efficiencyEnergy on demand

1.2% CO2 Lightning

0.8% CO2 Infotainment

3.7% CO2 EPS

1.2% CO2 HVAC

1.2% CO2 Fuel pump

4.4% CO2 Engine Cooling

Total

12.5% CO2 reduction

Air resistance

3% CO2 reduction

Rolling resistance

2% CO2 reduction


Efficient mobilityMove from 160 gCO2/km to 95 gCO2/km

Engine

Hybridization

Transmission

Energy Management, Efficiency, On demand

30%

12%

Friction reduction, TPMS

Air drag reduction (S*Cv)

1-2%

2-3%

Potential to reduce CO2 by 45%

Further CO2 saving can be achieved by vehicle weight reduction, traffic management improvement and modified driving behavior.




Gasoline systems

Diesel systems


Accessories

Stop / Start



Engine efficiency improvement

• Reduced number of cylinders• Turbo charged• Direct Injection• Combustion control per cylinder• In cylinder pressure measurement• New combustion: HCCI…

• VVA, Valvetronic, Multiair• EGR

• EGR• 3 Way catalyst (for MPI)• Oxidation catalyst (for DI)• Particulate treatment (for DI)• NOx Treatment (for DI)

• Reduced number of cylinders• Turbo charged• Direct Injection• Combustion control per cylinder• In cylinder pressure measurement• New combustion: HCCI…

• VVA, Valvetronic, Multiair• EGR

• EGR• 3 Way catalyst (for MPI)• Oxidation catalyst (for DI)• Particulate treatment (for DI)• NOx Treatment (for DI)

Downsizing

Reduction of pumping losses

Efficient after treatment


Engine efficiency improvement

• Roller bearing• Cylinder coating• Piston ring improvement• Usage of better lubricants• Lubricant on demand -> E-Pump

• Engine insulation• Cooling on demand -> E-Pump

• Turbine to electric• Peltier element

• Roller bearing• Cylinder coating• Piston ring improvement• Usage of better lubricants• Lubricant on demand -> E-Pump

• Engine insulation• Cooling on demand -> E-Pump

• Turbine to electric• Peltier element

Friction reduction

Thermal management

Thermal recuperation


Gasoline Port Injection (MPI)

• Reduce fuel consumption by 10%from 160g to 144g CO2 / km

• Flexible & Scalable product portfolio• System cost optimized

• Ultra low cost car: XC2700, TC1724• Low cost car µC: TC1728 • Mainstream µC: TC178x• Premium µC: TC179x• TLE 81xx - Scalable FLEX family• KP 2xx - KP pressure sensors• Hall / iGMR crank & cam sensors


• Flexible & Scalable product portfolio• System cost optimized

• Ultra low cost car: XC2700, TC1724• Low cost car µC: TC1728 • Mainstream µC: TC178x• Premium µC: TC179x• TLE 81xx - Scalable FLEX family• KP 2xx - KP pressure sensors• Hall / iGMR crank & cam sensors

1- Benefits

2- Suggested Products

CO2 Reduction

FuelEfficiency

16g/km

3,76mpg

Engine ManagementTypical Partitioning for MPI discrete “Flex”

AUDO MAX32-bit

Microcontroller

e.g. TC172480 MHz

Flash 1.0/1.5MBRAM 76/112kBSCI, SPI, MSB,ADC, FADC, GPTA, CAN

Pedal PositionTLE 4990/97/98

EGR-Throttle PositionTLE 4990/97/98

Fuel LevelTLE 4990/97/98

Swirl/Tumble FlapTLE 4990/97/98

Throttle PositionTLE 4998S

TemperatureSensor(s)

CrankshaftTLE 502x/492x

CamshaftTLE 492x/83/84

SPI

2xCAN SCI

MSB

2xADC

FASTADC

GPTA

Ignition Driver

(eGas) ThrottleH-Bridge for Throttle

TLE 8209-2SA

8A Ch.

4x15A pk.

Ignition Plugs

LS - Switch FLEX PWM Outputs

FLEX18TLE 8718SA

MPI Injectors

Relays

MIL

Lamp

4x 2.6A

2x 2.6A

4x 1.7A

2x 1A

LS-Switch FLEX8On-Off Outputs

TLE8108EM

O2

Relays

2x 5/9A

4x 0.5A

LS - Switch FLEX PWM, Current-Sense

FLEX02TLE 8102SG

LIN

ISO

914

1T

LE 7

259-

2GE

Powertrain CAN

2 Ch.

CA

NT

LE 7

250G

Barometric PressureKP23x, KP25x

Manifold Air PressureKP21x, KP22x

Knock Sensor(s)

In-Cylinder PressureSensors

Lambda Sensor

CrankshaftOptional VR

Idle Air Throttle8A Ch.Bipolar Stepper

Motor DriverTLE 8444

5V/0.5A

Supply ICs

TLE 4271-2 G (incl. Watchdog)

TLE 4267 G

Safety WatchdogCIC61508

Reset

Battery (KL30)Key (KL15)

Sensor SupplyTLE4250-2

2x 5V/0.05A

VVT

EGR-Throttle

Canister purge valve

Swirl/Tumble Flap


Gasoline Direct Injection (GDI)


Engine ManagementTypical Partitioning for GDI Discrete & Solenoid

DC/DC BuckLDO1 LDO2

Tracker 1LDO3

Tracker 2Voltage MonitoringStand-By Supply

INH&HDLD

Window Watchdog TLE 7368-3„Super-Sonic“

5.5V

/2.5

A

5V/0

.8A

3.3V

/0.7

A

1.3V

/x.x

A

5V/0

.1A

5V/0

.05A

AUDO MAX32-bit

Microcontroller

e.g. TC1782180 MHz

Flash 2.5MBRAM 176kB

SCI, SPI, MLI, MSB,ADC, FADC, GPTA, SENT, FlexRay, CAN









Knock Sensor(s)


Lambda Sensor



2xSPI

3xCAN

2xE-Ray

SCI

MSB

MLI

2xADC

FASTADC

GPTA

SENT

(eGas) Throttle

EGR ThrottleH-Bridge for EGR

TLE 8209-2EE

H-Bridge for ThrottleTLE 8209-2SA

Low-Side Ignition

Qua

d LS

GD

I Driv

erP

&H

TLE

627

0R

8A Ch.

8A Ch.

4x15A pk.

4x 3/10A

Ignition Plugs

SoleniodInjectors

Opt

iMO

S®

IPD

35N

10S

3L-2

6IP

D20

N06

S4L

-14


FLEX18TLE 8718SA

Solenoid

VVT

Solenoid

Relais

MIL

Lamp

4x 2.6A

2x 2.6A

4x 1.7A

2x 1A


TLE8108EM

O2

Relais

2x 5/9A

4x 0.5A


FLEX02TLE 8102SG

LIN

ISO

914

1T

LE 7

259-

2GE

Powertrain CAN

2 Ch.

CA

NT

LE 7

250G

Fle

x R

ayT

LE 9

221

… …


• High Performance products

• Mainstream µC: TC178x

• Premium µC: TC179x

• TLE 8209-2SA/2E – ETC & EGR

• TLE 6270 - Direct injection drivers

• TLE9221 - FlexRay transceivers


• High Performance products

• Mainstream µC: TC178x

• Premium µC: TC179x

• TLE 8209-2SA/2E – ETC & EGR

• TLE 6270 - Direct injection drivers

• TLE9221 - FlexRay transceivers

1- Benefits


CO2 Reduction

FuelEfficiency

32g/km

8,45mpg




Gasoline systems

Diesel systems


Accessories

Stop / Start



Diesel Schematic Overview EURO 6 long EGR

Pressure sensor integrated in the Glow Plug

PO

C


Emission level strategy

SCR orLNT

NoNoNoNox - Treatment

YesYesNoNoPre-turbo oxidation cat.

YesYesUsefulNoNox - Sensors

YesYesYesNoParticle Filter

4 ValvesVGT

Cold EGRSwirl Control

4 ValvesVGTEGR

Swirl Control

4 ValvesVGTEGR

Swirl Control

4 ValvesVGTEngine options

Euro VIEuro VEuro IVEuro III


Diesel Engine Management


Engine ManagementTypical Partitioning for DDI Discrete

DC/DC BuckLDO1 LDO2

Tracker 1LDO3

Tracker 2Voltage MonitoringStand-By Supply

INH&HDLD

Window Watchdog TLE 7368-3„Super-Sonic“

5.5V

/2.5

A

5V/0

.8A

3.3V

/0.7

A

1.3V

/x.x

A

5V/0

.1A

5V/0

.05A

AUDO MAX32-bit

Microcontroller

e.g. TC1793260 MHz

Flash 4MBRAM 288kB










Knock Sensor(s)


Lambda Sensor



PROFETBTS500x0-1EGA

BTS500x0-1TMA/BBTS500x0-1TEA/B

FAST IGBTe.g. IHD04N60RA

/ IDH06N60RA

Glow Plug

Piezo Injectors

(eGas) Throttle

SPISHE

CAN

E-Ray

SCI

MSB

MLI

3xADC

FASTADC

GPTA

SENT

6x 8A

8A Ch.

6x 8A

8A Ch.EGR Throttle

H-Bridge for EGRTLE 8209-2EE

H-Bridge for ThrottleTLE 8209-2SA


FLEX18TLE 8718SA

Solenoid

VVT

Solenoid

Relais

MIL

Lamp

4x 2.6A

2x 2.6A

4x 1.7A

2x 1A


TLE8108EM

O2

Relais

2x 5/9A

4x 0.5A


FLEX02TLE 8102SG

LIN

ISO

914

1T

LE 7

259-

2GE

Powertrain CAN

2 Ch.

CA

NT

LE 7

250G

Fle

x R

ayT

LE 9

221

… …

• Diesel is already very efficient unlike gasoline we start from 140 rather than 160 g CO2 / km

• Further reduce fuel consumption by 10% from 140g to 126g CO2 / km

• High Performance products meeting upcoming emission legislation

•

• Mainstream µC: TC178x• Premium µC: TC179x• IHD04N60RA: IGBT piezo Injector• BTS500: Glow plugs

• Diesel is already very efficient unlike gasoline we start from 140 rather than 160 g CO2 / km

• Further reduce fuel consumption by 10% from 140g to 126g CO2 / km

• High Performance products meeting upcoming emission legislation

•

• Mainstream µC: TC178x• Premium µC: TC179x• IHD04N60RA: IGBT piezo Injector• BTS500: Glow plugs

1- Benefits


CO2 Reduction

FuelEfficiency

14g/km

3,36mpg


Pmax

Patmo

Pressure

Diesel Direct Injection

Intake Compression Explosion Exhaust

Cylinder 4

200 uSTDCPilot AfterPre Post

TRIG2 (GD1, Bank2)

1 Post injection:Reduction of

Particulates by heating of catalyst

1-3 Main injections fornoise; continuous burning

Pre-injectionduring compression:

Preparation of chamberfor better start of combust.

Time about 800µs + x.T0

T0 in the rang of 300µs

function V supply

Pfuel form 1500 to 2000 bar

A) Pre- Injection

B) Pilot/Main/After

Injection

C) Post Injection in case

after treatment action

Particle reduction

NOx reduction

Noise reduction

Benefits

CO2 reduction =fuel consumption


Long route EGR / Cold EGR

Long route EGR / Cold EGR Reduce NOX Reduce Particulate

Significantly lower charge temperature through Long route EGR (Clean & Cool)

Hot EGR managed with High pressure EGR or VVA for intake temperature control

Main issues: Transient control, compressor and intercooler fouling, condensation

Euro 4 EGR system

Long route EGR + VVA

Internal EGR with VVA

NOx (g/kWh)

Soo

t (g/

kWh)

0

0.20

0.25

0 2.40.4 0.8 1.2 1.6 2.0

Euro 4

0.05

0.10

0.15 Long routeEGR

2000 rpm 5 bar BMEP


NOx after-treatment : LNT or SCR

LNT: Lean NOx trap Optimization of lean/rich and rich/lean

transient condition for LNT regeneration

Increase of tailpipe HC, CO

Increase of fuel consumption

Oil dilution

Durability of after-treatment components (ageing of LNT critical)

Cost

SCR: Selective Catalyst Reduction Size and mass of tank for SCR system

Infrastructure not ready

NH3 slip

Complexity & Cost

Catalyzed particulate filter

Oxidation catalyst

Urea tank

NOxsensor

Temp. Sensor 2

λsensor

Pressure Drop

Sensor

ECU

Air Flow Meter

Turbine

(VGT)

EGR Valve

EGR Cooler

Intercooler

Throttle Valve

Compressor

MufflerMixing Device

Urea liquid

solution

Temp. Sensor 1

Catalyzed Particulate Filter

Lean NOxTrap (LNT)

λ sensorPressure

Drop Sensor

ECU

Air Flow Meter

Turbine (VGT)

EGR Valve

EGR Cooler

Intercooler

Throttle Valve

Compressor

Temp. Sensor 2

Temp. Sensor 1

λ sensor / NOxsensor ?




Gasoline systems

Diesel systems


Accessories

Stop / Start



Transmission efficiency improvement

• Increase the number of gear ratios• CVT: Continuous variable trans.

• Precise current control solenoid• Migration to DCT: Dual clutch

• Rotating component optimization• Improved lubricants

• Torque converter lock-up• Hydraulic on demand -> E-Pump• Move to electro-mechanic

• Increase the number of gear ratios• CVT: Continuous variable trans.

• Precise current control solenoid• Migration to DCT: Dual clutch

• Rotating component optimization• Improved lubricants

• Torque converter lock-up• Hydraulic on demand -> E-Pump• Move to electro-mechanic

Optimizing gear ratio

Reduce the friction losses

Reduce the hydraulic losses

Optimizing gear shift


Relative Efficiency of Transmission Types

ECAT6

6DCT Dry, EM

CVT

6ECMT

6DCT Wet, HyECAT8

ECAT4

ECAT5

0

2%

4%

- 2%

- 4%

- 6%

- 8%

- 10%

- 12%

- 14%

• Based on estimates from Ricardo, Getrag, Luk, ZF MT Manual transmission ECAT Electronically controlled automatic transmission ECMT Electronically controlled manual transmission DCT Dual clutch transmission CVT Continuous variable transmission

Fuel Savin

g

6MT


Dry Double Clutch Transmission – Hydraulic ControlBlock Diagram

• Reduce fuel consumption by 2%from 160g to 156,8g CO2 / kmcompared to manual transmission

• µC: TC178x packaged• µC: TC174x bare die• TLE7241E, TLE7242E, TLE8242L

ICs for precise variable force or constant current solenoid control

• PROFET™, Multichannel• HITFET™ , General actuation• Hall / iGMR, Trans. sensors

• Reduce fuel consumption by 2%from 160g to 156,8g CO2 / kmcompared to manual transmission

• µC: TC178x packaged• µC: TC174x bare die• TLE7241E, TLE7242E, TLE8242L

ICs for precise variable force or constant current solenoid control

• PROFET™, Multichannel• HITFET™ , General actuation• Hall / iGMR, Trans. sensors

1- Benefits


CO2 Reduction

FuelEfficiency

3,2g/km

0,7mpg

DC/DC Buck

LDO1 LDO2Tracker 1

LDO3Tracker 2

Voltage MonitoringStand-By Supply

INH&HDLD

Window Watchdog TLE 7368„Super-Sonic“


6 speed Double Clutch TransmissionTypical Partitioning for Constant Current Control

5.5V

/2.5

A

5V/0

.8A

3.3V

/0.7

A

1.5V

/x.x

A

5V/0

.1A

5V/0

.05A

Input Shaft1 SpeedTLE4951C/54C*

Input Shaft2 SpeedTLE4951C/54C*

PRNDLSwitches

Shift Position Sensor

System Pressure

Clutch Pressure

FlexRay

TLE 9221CAN

TLE 7250G

LINISO 9141

TLE 7259-2GE

Powertrain FlexRay

Diagnostic/Instrumentation CAN Diagnostic/Instrumentation

High Side DriverPROFET™ Family

1xSolenoid Supply

LS-Switch FLEXMulti-Channel

TLE8104

4x

TemperatureSensor

High CurrentHalf BridgeBTN 79xxB

M

Hydraulic Pump

Variable ForceSolenoid/

Proportional Valve

Variable ForceSolenoid/

Proportional Valve

Constant CurrentControl

TLE7242G

Constant CurrentControl

TLE7241E

orTLE8242L

& IPG20N06S4L-26

AUDO MAX32-bit

Microcontroller

e.g. TC1782180 MHz

Flash 2.5MBRAM 176kB


2xSPI

3xCAN

2xE-Ray

SCI

MSB

MLI

2xADC

FASTADC

GPTA

SENT


Infineon Product Comparison

Power SO 36PG-LQFP-64P-DSO-28P-DSO-20-27Package Type

-40oC – 150oC-40oC – 150oC-40oC – 150oC-40oC – 150oCOperation Temp Range

Configurable SPI 16 bit




Communication

+/-20% over full range



Approximately +/-2% over full range

Current Accuracy

0 – 3.6A

4 settings for Peak

4 settings for Hold

0 – 1.2A

11 bit resolution

0 – 1.2A

11 bit resolution

0 – 1.2A

10 bit resolution

Current Range

Peak & HoldP-I Fixed-Freq.P-I Fixed-Freq.HystereticController Type

3 – High-side

3 – HS/LS Configurable

Fet(150mOhm)

8 – Low-side

Pre-Driver

4 – Low-side

Pre-Driver

2 – Low-side

Fet(240mOhm)

# of Chan. &

Integration

TLE6288RTLE8242L

Adler 2

TLE7242G

Adler

TLE7241E

C3

Feature


TLE7241EDual Constant Current Driver IC

• Programmable via SPI• Average Current• Hysteresis• Dither Waveform• Slew Rate

• P-DSO-20 Exposed Die Pad Package

• Dual Low Side Constant Current Regulator 0 to 1A

• Driver for Proportional Control Solenoids (VFS/VBS)

• Low RDS(ON) 2 x 240 mΩ type

• 5.0V or 3.3V I/O Compatible

• Programmable via SPI• Average Current• Hysteresis• Dither Waveform• Slew Rate

• P-DSO-20 Exposed Die Pad Package

• Dual Low Side Constant Current Regulator 0 to 1A

• Driver for Proportional Control Solenoids (VFS/VBS)

• Low RDS(ON) 2 x 240 mΩ type

• 5.0V or 3.3V I/O Compatible

Features

TLE 7241E

DEFAULT

Logic

VDD

SPI

CLK

SI

CS

SO

TEST

VSO

BAT REF

OUT1

PGND1Channel 1

POS1NEG1

Current Control

• Protection• Diagnostic• SR control

OUT2

PGND2Channel 2

POS2NEG2

Current Control

• Protection• Diagnostic• SR control

GND

P-DSO-20-27

StatusDR:Eval. Kit:


TLE 7242G Quad Fixed-Frequency Constant Current Pre-driver

• Programmable via SPI• Average Current• PWM Frequency• PWM Phase• P-I Controller• Diagnostic Timers &

Thresholds• Fault Pin activation

• P-DSO-28 Package

• Programmable via SPI• Average Current• PWM Frequency• PWM Phase• P-I Controller• Diagnostic Timers &

Thresholds• Fault Pin activation

• P-DSO-28 Package

Features

TLE 7242G

RESET_B

Logic

V5D

SPI

SCK

SI

CS_B

SO

ENABLE

V_SIGNAL

BAT V5A

GND_A

Channel 1

POS1NEG1

Current Control

• Protection• Diagnostic OUT1

Channel 0

POS0NEG0

Current Control


Channel 2

POS2NEG2

Current Control


Channel 3

POS3NEG3

Current Control


PHASE_SYNC

TEST

CLK

GND_D

FAULT

P-DSO-28

StatusDR:Eval. Kit:


TLE 8242L Eight channel current control pre-driver

• Eight channel current control pre-driver

• For low-side control of proportional control solenoids

• Serial Peripheral Interface (SPI)• Supports PWM control using

internal PWM generator • Internal P-I controllers with

programmable KI and KP gains• Diagnostic bits for open load, short

to battery, and short to ground faults. Accessed via SPI

• Synchronization feature allows control of phase offset between channels

• Current control gain error = +/- 2%• Offset cancellation by auto-zero

feature

• Eight channel current control pre-driver

• For low-side control of proportional control solenoids

• Serial Peripheral Interface (SPI)• Supports PWM control using

internal PWM generator • Internal P-I controllers with

programmable KI and KP gains• Diagnostic bits for open load, short

to battery, and short to ground faults. Accessed via SPI

• Synchronization feature allows control of phase offset between channels

• Current control gain error = +/- 2%• Offset cancellation by auto-zero

feature

Features

Schedule- ES: available- SOP: Q1/2010

Channel 7

Current ControlCurrent Control

• Protection

• Diagnostic• Dither

• CurrentSignature

Channel 6


• Protection• Diagnostic

• Dither

• Current

Signature

Channel 5



• Dither


Channel 4


• Protection• Diagnostic• Dither

• CurrentProfile

Channel 3



• Dither


Channel 2



• Dither

• Current

Signature

Channel 1


• Protection

• Diagnostic• Dither


Logic

SPI

V_SIGNAL

CS_B

SCK

SI

SO

GNDA1

V5DBAT

Channel 0



• Dither• Current

ProfileOUT0

NEG0POS0

GNDA2 GNDA3

V5A1 V5A2 V5A3

PHASE_SYNC

RESET_B

ENABLE

CLK

FAULT

GNDSA

TLE 8242

GNDSDGNDD

OUT4

NEG4POS4

Package- PG-LQFP-64




Gasoline systems

Diesel systems


Accessories

Stop / Start



Power on DemandPWM Regulated Fuel Pump

• Reduce fuel consumption by 1,2%from 160g to 158,1g CO2 / km

• Runs only at full speed when needed

• Power consumption reduced by 40% on average

• Lower emission of hydrocarbons• Increased lifetime

• XC800 - 8-bit microcontroller family

• NovalithIC™ - Integrated half bridge

• Reduce fuel consumption by 1,2%from 160g to 158,1g CO2 / km

• Runs only at full speed when needed

• Power consumption reduced by 40% on average

• Lower emission of hydrocarbons• Increased lifetime

• XC800 - 8-bit microcontroller family

• NovalithIC™ - Integrated half bridge

1- Benefits


CO2 Reduction

FuelEfficiency

1,9g/km

0,42mpgTotal equivalent

electric power saving ~ 80W

I/O

Reset

VDD

VSSI/O I/O I/O

8-bit MCUXC800 Family

BTN79xxB

TLE 4278G

Microcontroller

WO

RO

Q

DGND

INH

IN

IS

SR

Voltage Regulator

PI Filter Reverse PolarityProtection

I/O

VS

OUT

GND

M

High CurrentHalf Bridge

PI filter may be necessary to reducesystem level EMC.

IPDxxP03PxL-xx

I VS

Relay controlled

PWM controlled


Power on DemandBrushless DC motor Water Pump

• Reduce fuel consumption by 4.4%from 160g to 152,9g CO2 / km

• Improved thermal control of engine• Better efficiency of pump• Speed adjustment to the needs• Completely switched off at motor

start for a faster warm-up

• XC27xx - 16/32-bit µC family• XC886 - 8-bit microcontroller family• TLE 718x - Bridge driver• TLE 8261 - System Basis Chip

• Reduce fuel consumption by 4.4%from 160g to 152,9g CO2 / km

• Improved thermal control of engine• Better efficiency of pump• Speed adjustment to the needs• Completely switched off at motor

start for a faster warm-up

• XC27xx - 16/32-bit µC family• XC886 - 8-bit microcontroller family• TLE 718x - Bridge driver• TLE 8261 - System Basis Chip

1- Benefits


CO2 Reduction

FuelEfficiency

7,1g/km

1,57mpg

CAN

VBAT

TLE 8261E

TLE 6251G

TLE 4266-2

COM

PowerSupply

150 – 200mA

16/32-bit MCUXC27x3X

CCU6

ADC

PWM

TLE 7183F

BridgeDriver

OP-Amp

6 3

e.g.IPD90N04S3

MOSFETs

Pump

BLDC

PositionSense

Continuously Mechanical

Water Pump

Brushless DC motor Water

Pump

Total equivalent electric power saving ~ 300W




Gasoline systems

Diesel systems


Accessories

Stop / Start



µ-Hybrid solutions

• Functions• Start - Stop• Limited regenerative braking• Control electricity generation• Advanced Modes (solution 3)

• Challenges• Engine temperature control• Emissions at Start & Stop• Control of the 12v board net• Need of cabin heating• Need of cabin cooling• …

• Functions• Start - Stop• Limited regenerative braking• Control electricity generation• Advanced Modes (solution 3)

• Challenges• Engine temperature control• Emissions at Start & Stop• Control of the 12v board net• Need of cabin heating• Need of cabin cooling• …

1. µHybrid separate starter & generator

2. µHybrid belt driven starter-generator

3. µHybrid in the transmission12V board net

2 kW

LV Bat.

Starter

Rect. Reg. Relay

1

5-10 kW

Inverter

3

LV Bat.

Transmission

Motor-Generator

MV Bat. DC/DC

12V Board net

5 kW

2Transmission

Engine

LV Bat.

Starter-Generator

Inverter

12V Board net

Engine

Transmission

Engine

Generator

48-60 V Board net

Starter

Control


Advanced Modes

• Start the vehicle with the electric motor, during that time crank the engine, pass the gear, and perform the transition from electric drive to engine drive.

• During deceleration or downhill, we can stop and decouple the engine totally. We use the generator to brake and recuperate the energy.

• Keep the car running on its own kinetic energy with the engine off and decoupled. No electric boost and no electric recuperation.

• Start the vehicle with the electric motor, during that time crank the engine, pass the gear, and perform the transition from electric drive to engine drive.

• During deceleration or downhill, we can stop and decouple the engine totally. We use the generator to brake and recuperate the energy.

• Keep the car running on its own kinetic energy with the engine off and decoupled. No electric boost and no electric recuperation.

1- Car launch1

3

2

First few meters

2- Engine brake emulation

Vehicle start

1

1

1

3- Car sailing / coasting

Engine off & decoupled

Use kinetic energy

1

Engine start

Transi-tion

Deceleration

Downhill

Gear select


µ-Hybrid solutions

Supply ICsTLE 6389-2GV/TLE7263-2E

CAN / LINTransceiverTLE 7250G

TLE 7259-2GE 16/32-bit MCUXC23xx/TC172x

H-BridgeDriver ICTLE 6282

3-PhaseDriver IC1)

Rotor PositioniGMR Sensor

TLE 5012

Sta

rter

Gen

erat

or

+48 - 60V from Battery

OptiMOS™-T 100V6x IPB100N10S3-05

Current Sense(Shunt Substitute)2x TLE 4990/98

Rotor Position

Current


• XC23xx - Powerful 16/32-bit microcontroller family with dedicated motor control features

• TC172x – cost optimized TriCoreTM 32-bit microcontroller with dedicated motor control features

• OptiMOS™-T 100V N-channel MOSFET family, optimized for high current motor applications

• TLE 499x - Linear Hall sensor family for current sensing

• TLE 501x - iGMR sensor family for angle and rotor position sensing

• TLE 7250G – New CAN transceiver• TLE 7259-2GE - LIN transceiver• TLE 72xx – Broad portfolio of linear voltage regulators


• XC23xx - Powerful 16/32-bit microcontroller family with dedicated motor control features

• TC172x – cost optimized TriCoreTM 32-bit microcontroller with dedicated motor control features

• OptiMOS™-T 100V N-channel MOSFET family, optimized for high current motor applications

• TLE 499x - Linear Hall sensor family for current sensing

• TLE 501x - iGMR sensor family for angle and rotor position sensing

• TLE 7250G – New CAN transceiver• TLE 7259-2GE - LIN transceiver• TLE 72xx – Broad portfolio of linear voltage regulators

1- Benefits


CO2 Reduction

FuelEfficiency

16g/km

3,76mpg




Gasoline systems

Diesel systems


Accessories

Stop / Start


06.09.2010 Copyright © Infineon Technologies 2010. All rights reserved.08.09.2010 Page 37

Summary

Thank you!

Infineon has 40 years experience in powertrain elect ronics.

Infineon is the leading this Market (Micro, Power, Sensors).

Engine and Transmission will further dominate the

passenger car powertrain for the next 10 years.

Electrification of accessories and µHybrid will be widely

used to improve fuel efficiency.

Infineon is committed to support the industry in C hina

with leading edge products and technologies, delive ring

cost effectiveness, high efficiency systems.

china infineon symposium september, 2010 · • tle 81xx - scalable flex family • kp 2xx - kp...

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