Automotive designers continue to need devices that provide higher performance and more flexibility than traditional position sensing technology. And these devices are also universal and can adapt to many applications.
This requirement requires the integration of various optimal design elements included in traditional contact sensor technology and non-contact sensor technology within the device.
As today's automobiles make use of more and more electronic and control systems, engineers are faced with the increasing challenge of integrating these electronic devices into automobiles. This is especially true for sensors and other feedback (various parameter) circuits proposed at the Shenzhen Embedded System Show to ensure the safety of vehicles, reduce fuel consumption, and reduce radiation.
In order to be consistent with processors that handle higher speeds and I / O functions, electronic system designers always face various challenges in improving system resolution and signal quality. For any sensing technology used in today's automotive environment, mechanical flexibility, environmental stability, and signal integrity are key design features.
One of the requirements for electronic devices is the operating temperature range that they can withstand. The temperature ranges from a cold ambient temperature of -40 degrees Celsius to more than +150 degrees Celsius in the engine compartment. The sensors and related electronics are facing the extreme temperature that current materials can withstand. Further applications, such as variable turbochargers, will continue to push the required extreme temperature higher, possibly exceeding +180 degrees. This requires sensor designers to develop materials and packages that meet these needs.
At the same time, the sensor must be able to accept various mechanical configurations required by the overall system. Traditional potentiometers such as potentiometers and legendary plug-ins and years of seamless and seo training and Euladi No. 1 Hall effect devices (technology) can be packaged in linear or ring-shaped packages. Both of the above technologies have their own advantages-the potentiometer has lower cost, mature technology, and is flexible in mechanical structure, while the Hall effect device wears less and the signal quality is good-which one to choose depends on the application requirements of the system To set. More advanced technologies, such as inductive sensors, take advantage of the above-mentioned two sensors to achieve a more robust sensing system.
Potentiometer technology has high design flexibility in meeting linear or ring applications. According to the design characteristics of the potentiometer, it provides an output signal proportional to the input voltage. However, this technique is somewhat limited by the characteristics of its analog output signal. Although this signal can be converted into a digital format, this conversion requires additional electronic components, increasing the cost of the sensor. Moreover, the converted signal is not yet a true high-resolution digital format. As more and more high-speed networks and communication buses are used in automobiles, the need to arrange an AD converter for each potentiometer may be a disadvantage. Potentiometer is also a contact sensing technology, which is prone to wear due to long-term work and vibration. When the wear of the potentiometer becomes very obvious, it will cause excessive noise in the signal. This becomes a problem in the direct feedback control loop.
Hall effect sensors usually generate an analog signal. The device communicates with the automotive system by an ASIC, which also directly converts the analog signal into a digital signal. Because Hall technology measures changes in Gaussian magnetic flux, a very precise support system is needed to maintain its integrity. This limits the mechanical packaging flexibility of such devices to a certain extent. This bearing system also increases the cost of the sensor to a certain extent. The advantage is that the Hall-effect sensor is a non-contact technology, so it will not reduce performance due to wear and tear like the potentiometer. Generally, to control the Gaussian magnetic field that affects Hall effect sensors, such sensors have a relatively short moving distance. Generally, Hall effect sensors are designed with a rotation angle of less than 180 degrees or a linear movement distance of less than 25 mm.
Recently, some progress has been made in the development of new inductive sensing technology, taking advantage of the two technologies of potentiometer and Hall effect. The device contains a non-contact sensing system composed of two printed circuit boards, the core of which is signal generation and sensing. The device is called Autopad, which generates inductive coupling between the two circuit boards and is measured and converted by the on-board ASIC.
Unlike the Hall sensor, the Autopad sensor allows misalignment in the X, Y, and Z axes, so a strict load-bearing system may not be required. In addition, ASIC makes it a true digital sensor that can generate 12-bit PWM signals that can communicate directly with high-speed controllers. If necessary, the signal can also be converted back to analog format. OPTEK's Autopad can also be implemented with a variety of physical structures, including rotating and linear structures. The rotation design can be used for systems with angular misalignment up to 360 degrees. The linear sensor allows a misalignment of 20 to 200 mm or even further.
With the development of the automotive industry, design engineers at the Embedded Systems Show expressed the need for devices with higher performance and flexibility. Despite the advantages of traditional induction technology, the development of inductive sensing technology provides a solution to solve the various technical challenges brought about by the current demanding automotive electronics and meet the needs. The design flexibility of this sensing technology makes it a reliable and more cost-effective solution for many automotive applications.
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