The automotive industry has undergone a revolution that involves almost every aspect of automotive design, from engine management to body control functions to wheeling, braking and safety. Up and down the entire body, there is only one place where the architecture is still the same as it was a hundred years ago: the power distribution architecture. This legacy will also undergo the same transformation as other areas – joining the ranks of change.
For more than 50 years, as a leading supplier of automotive electronics technology, NXP understands the needs of the global automotive industry and demonstrates its ability to meet these needs with advanced technology in the subversive industry. This white paper will highlight the reasons why the automotive industry should improve the existing power distribution architecture, describe the changes that can be made, and explain the benefits of this change.
Electrification that is being experienced today
The electrification of vehicles that is being experienced today has an impact on all vehicle systems and provides a good reason for the innovation of automotive power distribution architecture. The three main forces driving the electrification wave include the “Connected Cars†model, new power systems and regulations, and the globalization and consolidation of platforms that have been recognized by market researchers. 1 This analysis will be analyzed in two ways: relay replacement products and fuse replacement products. Figure 1 shows the current status of car manufacturers in six specific areas.
Figure 1. There is a difference in the speed at which the relays are replaced in various parts of the car.
The lighting (1) system has begun to replace the relay. The same is true for the seat (2) and the door (3). The cooling fans, fuel injectors, pumps and other devices in the electronic control unit (4) are still very commonly used relays, the number is 7-20, depending on the original equipment manufacturer (OEM). The trend in this area is that, between 2018 and 2022, solid-state replacement products will be used to completely replace relays.
The ambitious future of electrification will depend on the power distribution architecture's modified power distribution (5) junction box. To distribute power from the battery to each load module or each set of loads, 50 to 60 (or even 100) fuses and 5 to 10 relays are required. For example, fuses and wires connected to the body controller can control several different functions.
Today, almost all manufacturers use relays and fuses in junction boxes. The trend from 2020 to 2025 or even 2030 will be to replace all mechanical components in the car's power distribution box. This vision seems very ambitious, but it has happened in families and buildings around the world. In fact, it has already happened when people used circuit breakers instead of fuses decades ago.
The last part (6) is engine management. As the power of the 48V system in the stop-start system and other mild hybrid applications continues to increase, arcing occurs on the 48V bus, rendering the relay insufficient to meet the load switch requirements. This arc follow-up can also cause other system problems. Therefore, 48V applications have a decisive impact on solid state solutions.
The challenges facing connected cars
For the connected car trend, the vehicle's power network must be connected to an external power supply of a fixed structure. In addition to the power supply, to connect the 48V light hybrid car to a fixed structure, the vehicle needs to communicate with a 48V port or an external 48V power supply in the garage.
The 48V function will bring many new features, such as line transmission electronic control technology, requiring high quality and high security level. The trend under discussion is to classify hubs as ISO 26262 components for key areas such as wire-steering and line-control. Therefore, wiring should be considered an important aspect of safety and must comply with the ISO 26262 standard. Although many aspects of automotive safety have required compliance with ISO specifications for many years, it is the first time that this requirement has been added to hubs.
The added complexity of having 12V and 48V power supplies in the vehicle will challenge design, assembly, repair, and after-sales, making it difficult to ensure compatibility and independence between systems.
Although automotive technology will become more advanced and more suitable for these applications than in the past, the real power to drive the replacement of power distribution architecture will come from the new features of connected cars, because relays will not meet their needs. For example, the start-stop function used by many manufacturers can affect certain applications, such as windshield wipers. With the start-stop function, the task of the wiper system in terms of the number of switching cycles is greatly increased, far exceeding the tolerance of ordinary relays. Therefore, the relay cannot perform its intended function throughout the life of the vehicle. In other applications, such as pumps and HVAC systems, relays face the same dilemma.
Table 1 summarizes the various trends and corresponding challenges encountered by solid-state power and semiconductor supplier.
4. Power Systems and Regulations
The cost-saving advantages behind hub optimization and vehicle weight reduction have led to a second debate about whether to electrify the automotive distribution architecture through electrification. For example, in 2019, the cost of carbon dioxide emissions per gram in the European Union (EU) will rise, and the first gram of overrun costs will be 95 euros. 2 In order to avoid paying high fines, OEMs should actively optimize and reduce the weight of the hub, especially for medium-sized vehicles with an average hub weight of 30kg.
Globalization
The last trend is globalization. With a large platform solution, OEMs can minimize engineering time, reduce associated costs, and shorten the overall time to market for new vehicles. A single platform provides versatility for a range of vehicles with minimal engineering effort and cost. For semiconductor suppliers, hubs that include power distribution must be as flexible as possible to be compatible with high and low end vehicles.
For more than 30 years, semiconductor technology has been proposed to replace mechanical relays; in the past 20 years, the function of replacing fuses has been realized. 345 However, for the change to be strong enough to reject the status quo, there is a need to significantly reduce emissions from existing alternatives. Today, some OEMs still need to initiate the necessary design activities to complete this change.
System Analysis: Relay
Solid state relays offer a variety of differentiated features and advantages over mechanical versions. Table 2 shows the results of comparing the known features.
One of the more well-known problems with mechanical relays is the contact bounce. As shown in Figure 2, contact bounce or rebound can produce dV/dt values ​​of up to 300V/μs. Elimination of all mechanical relays reduces motor interference (EMI) noise in the hub.
One incentive to promote the replacement of mechanical relays is that there is a safety regulation that requires anti-pinch diagnostics/protection. 7 For mechanical relays to meet this regulatory requirement, many additional components will be required, which will significantly increase the cost of the mechanical design. These expensive components add more reasons to increase system requirements (for example, due to increased task and quality related issues of the stop-start system, relays need to be added to handle surge currents). With a 48V power supply, mechanical relays will face severe compatibility challenges.
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