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AN4007, New Small Amplified Automotive Vacuum Sensors

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AN4007, New Small Amplified Automotive Vacuum Sensors Freescale Semiconductor AN4007 Application Note Rev 2, 05/2005 New Small Amplified Automotive Vacuum Sensors A Single Chip Sensor Solution for Brake Booster Monitoring by: Marc Osajda Automotive Sensors Marketing, Sensor Products Division Semiconductors S.A., Toulouse France BRAKING SYSTEM BRAKE BOOSTER OPERATION PRINCIPLE Different types of braking principles can be found in The vacuum brake booster is a system using the differential vehicles depending on whether the brake system is only between atmospheric pressure and a lower pressure source activated by muscular energy or power assisted (partially or (vacuum) to assist the braking operation. The brake booster is completely). located between the brake pedal and the master cylinder. Muscular activated brakes are mostly found on motorcycles Figure 1 shows a simplified schematic of a vacuum brake and very light vehicles. The driver's effort on the hand lever or booster. pedal is directly transmitted via a hydraulic link to the brake When no brake pressure is applied on the push rod (brake pads. pedal side), the air intake valve is closed and the vacuum Power assisted brakes are found on most passenger cars valve open. Thus, both the vacuum and working chambers are and some light vehicle trucks. In this case, the driver's effort is at the same pressure, typically around -70 kPa (70 kPa below amplified by a brake booster to increase the force applied to atmospheric pressure). Vacuum is generated by either the the brake pedal. engine intake manifold or by an auxiliary vacuum pump. Rubber Membrane Piston Connection to Vacuum Pump or Engine Intake Manifold Push Rod From Push Rod to the Brake Pedal Master Cylinder Air Intake Valve Vacuum Valve Vacuum Chamber Working Chamber Figure 1. Brake Booster Simplified Schematic Once the brake pedal is activated (force Fp), the vacuum The forces Fb + Fp are then applied to the brake pads through valve is closed and the air intake valve is open proportionally the master cylinder and hydraulic links. to the displacement of the push rod (Figure 2). The working When the brake pedal is released, the spring moves the chamber is progressively open to atmospheric pressure, piston back, closing the air intake valve and opening the which creates a differential between the vacuum chamber and vacuum valve to rebalance the pressure between the two the working chamber. This differential pressure applied to the chambers. surface (S) of the piston results in a force Fb = (Pw - Pv) x S. © Freescale Semiconductor, Inc., 2005. All rights reserved. displacement of the pistons produces vacuum in the intake manifold. Thanks to a tube or hose connected between the engine intake manifold and the brake booster, vacuum can be Pv Pw applied to the chambers. A backslash valve inserted between the intake manifold and the booster maintains the vacuum in the booster when the engine throttle valve is open. Fp + Fb Fp This principle has some limitations, however. For example, it can be only used on engines that have the ability to generate enough vacuum. On diesel engines, which have no throttle valve, it is necessary to use an auxiliary pump to generate vacuum. This will also be the case on the Gasoline Direct Injection (GDI) engine, where in some driving conditions (idle, lean burn) the electrically assisted throttle valve will be Figure 2. Braking Phase maintained slightly open. In this situation, the vacuum available on the intake manifold is not sufficient to provide an VACUUM GENERATION efficient braking. On most passenger cars, vacuum is generated by the engine itself. When the engine throttle valve is closed, the Bus Interface Pump Control Pressure Circuit Sensor Vacuum Feedback Electrical Vacuum Pump Vacuum Generation Figure 3. Vacuum Pump Monitoring Therefore, it is necessary and desirable to use an electrical pressure sensor dedicated to vacuum measurements in pump that will generate the vacuum for the brake booster. The applications such as brake booster monitoring. The single- use of an auxiliary electrical pump (Figure 3) provides several chip vacuum sensor may be placed directly onto the pump advantages over the “intake manifold” vacuum. electronic control unit or integrated as component within the • Vacuum generation is no longer related to the engine brake booster, thus providing flexibility, system integration and running condition. Vacuum is only generated and reduced system cost. controlled by the pump thanks to a vacuum pressure sensor that provides an accurate reading to the pump FREESCALE’S NEW MPXV6115VC6U VACUUM electrical control circuit. SENSOR • The electrical pump can be switched on and off based on the required vacuum. To compensate atmospheric PIEZORESISTIVE/AMPLIFIED SENSORS pressure variation in order to maintain a constant booster Freescale's pressure sensors are based on a piezoresistive effect, the pump also can be switched on independently technology that consists of a silicon micromachined from the atmospheric pressure. Various algorithms for diaphragm and a diffused piezoresistive strain gauge. When driving the pump can be implemented depending on the vacuum or pressure is applied on the die, the diaphragm is required braking conditions. deformed and stressed. The resulting constraints create a • Pressure variations during braking can be measured, and variation of resistance in the piezoresistive strain gauge. In the pump can be activated to generated additional vacuum order to read this variation, an excitation current passes if required to increase the braking force. through the gauge, and a voltage proportional to the applied • Leakage can be detected by the pressure sensors and the pressure and excitation current appears between the voltage pump can be switched on to compensate them. The driver taps. To get an accurate pressure reading, such a sensing can be informed of any type of failure thanks to the bus element needs usually to be calibrated, temperature interface. Vacuum level, and thus available braking force compensated and amplified. can be communicated through the bus to other braking In order to solve the inherent limitation of the basic sensing systems such as, for example, ABS or ESP. element, Freescale produces an entire family of calibrated, Freescale Semiconductor, Inc., a worldwide leader in thermally compensated and amplified pressure sensors (see automotive semiconductors, has introduced a new integrate Figure 4) called Integrated Pressure Sensors (IPS). AN4007 Sensors 2 Freescale Semiconductor The IPS is a state of the art, monolithic, amplified and provide an accurate, high-level analog output that is signal-conditioned silicon pressure sensor. The sensor proportional to the applied pressure. IPS sensors can be combines advanced micromachining techniques, thin film directly connected to an A/D converter. memorization and bipolar semiconductor processing to Sensing Thermal P Element Compensation Amplifier V Figure 4. Integrated Pressure Sensor Block Diagram PRESSURE MEASUREMENT CONVENTION 101.325 kPa absolute. When referring to pressure measurement, it is critical to specify what reference the Pressure measurements can be divided into three different pressure is related to: gage or absolute. A gage pressure by categories: absolute, gage and differential pressure. convention is always positive. A ‘negative' gage pressure is Absolute pressure refers to the absolute value of the force defined as vacuum. Figure 5 shows the relationship between per unit area exerted on a surface by a fluid. Therefore, the absolute, gage pressure and vacuum. absolute pressure is the difference between the pressure at a Differential pressure is simply the measurement of one given point in a fluid and the absolute zero of pressure or a unknown pressure with reference to another unknown perfect vacuum. pressure. The pressure measured is the difference between Gage pressure is the measurement of the difference the two unknown pressures. Since a differential pressure is a between the absolute pressure and the local atmospheric measure of one pressure referenced to another, it is not pressure. Local atmospheric pressure can vary depending on necessary to specify a pressure reference. ambient temperature, altitude and local weather conditions. The standard atmospheric pressure at sea level and 20°C is Local Atmospheric Pressure Gaga (+) Vacuum (-) Absolute Atmospheric Absolute Figure 5. Pressure Convention TRANSFER FUNCTION The variables P and Vs are dependent on the user application but must remain within the operating specification The behavior of an IPS is defined by a linear transfer of the device. function. This transfer function applies to all Freescale’s Integrated Pressure Sensors whatever the pressure range THE MPXV6115VC6U INTEGRATED and type of sensing element (absolute or differential). PRESSURE SENSOR V = V x (P x K1 + K2) out S The MPXV6115VC6U gauge vacuum sensor, designed to ± (PE x TM x VS x K1) measure pressure below the atmospheric pressure, is suitable for automotive application such as vacuum pump or brake •V: Sensor output voltage out booster monitoring. The MXPV4115V is also ideal for non- • P: Applied pressure in kPa automotive applications where vacuum control is required. • Vs: Sensor supply voltage in V The MPXV6115VC6U has the following basic • K1: Sensitivity constant in V/V/kPa characteristics (Note: Detailed characteristics of Freescale's • K2: Offset Constant inV/V pressure sensors can be found on http://www.freescale.com/semiconductors). • PE: Pressure error in kPa • TM: Temperature multiplier MPXV6115VC6U CHARACTERISTICS The constants, K1, K2, PE & TM are specific to each device, temperature and pressure encountered in the application. Vout = VS x (P x 0.007652 + 0.92) ± (PE x TM x VS x 0.007652) AN4007 Sensors Freescale Semiconductor 3 5 Transfer Function: Vout = 2.30 V @ P = -60 kPa 4 Vout = VS ([0.007652 *P] + 0.92) = 5 Vdc s 3 in Volts @ V 2 Reference: out Vacuum 1 Pressure Atmospheric Typical V Typical 0 -120 -100 -80 -60-40 -20 0 20 Vacuum in kPa (below atmospheric pressure) Figure 6. MPXV6115VC6U Transfer Function • P is the applied vacuum to the sensor pressure port. Pressures below atmospheric pressure have a negative Applied Pressure (or Vacuum) Customer sign.
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