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Automobile
Electrical and
Electronic Systems
Fourth Edition
(Automotive Technology: Vehicle Maintenance and Repair)
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Automobile
Electrical and
Electronic
Systems
Fourth Edition
Automotive Technology:
Vehicle Maintenance and Repair
Tom Denton BA FIMI MSAE

MIRTE Cert Ed
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Fourth Edition first published in 2012
by Routledge
2 Park Square, Milton Park, Abingdon, Oxon OX14 4RN
Simultaneously published in the USA and Canada

by Routledge
711 Third Avenue, New York, NY 10017
Routledge is an imprint of the Taylor & Francis Group, an informa business
© 1995, 2000, 2004, 2012 Tom Denton
The right of Tom Denton to be identified as author of this work has been asserted by him in
accordance with sections 77 and 78 of the Copyright, Designs and Patents Act 1988.
All rights reserved. No part of this book may be reprinted or reproduced or utilised in any form
or by any electronic, mechanical, or other means, now known or hereafter invented, including
photocopying and recording, or in any information storage or retrieval system, without permission
in writing from the publishers.
Trademark notice: Product or corporate names may be trademarks or registered trademarks, and
are used only for identification and explanation without intent to infringe.
First edition published 1995 by Arnold, a member of Hodder Headline plc.

Third edition published 2004 by Elsevier
British Library Cataloguing in Publication Data

A catalogue record for this book is available from the British Library
Library of Congress Cataloging in Publication Data

[CIP data]
ISBN: 978-0-08-096942-8 (pbk)
ISBN: 978-0-080-96943-5 (ebk)
Typeset in Helvetica
by RefineCatch Limited, Bungay, Suffolk
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Contents
Preface xxiii
Acknowledgements xxv
Glossary of abbreviations and acronyms xxvii
Chapter 1 Development of the automobile electrical system 1

1.1 A short history 1
1.1.1 Where did it all begin? 1
1.1.2 A chronological history 4
1.2 Where next? 12
1.2.1 Current developments 12
1.2.2 Auto-electrical systems in the next millennium 12
1.2.3 Automobile systems in the next millennium –
‘The modern driver’ 13
1.2.4 An eye on the future 15
1.2.5 The death of the car – Energise? 17
Chapter 2 Electrical and electronic principles 19

2.1 Safe working practices 19
2.1.1 Introduction 19
2.1.2 Risk assessment and reduction 19
2.2 Basic electrical principles 19
2.2.2 Electron flow and conventional flow 20
2.2.3 Effects of current flow 21
2.2.4 Fundamental quantities 22
2.2.5 Describing electrical circuits 22
2.2.6 Conductors, insulators and semiconductors 23
2.2.7 Factors affecting the resistance of a conductor 23
2.2.8 Resistors and circuit networks 23
2.2.9 Magnetism and electromagnetism 25
2.2.10 Electromagnetic induction 26
2.2.11 Mutual induction 26
2.2.12 Definitions and laws 26
2.3 Electronic components and circuits 29
2.3.2 Components 29
2.3.3 Integrated circuits 33
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vi Contents
2.3.4 Amplifiers 34
2.3.5 Bridge circuits 37
2.3.6 Schmitt trigger 37
2.3.7 Timers 38
2.3.8 Filters 38
2.3.9 Darlington pair 40
2.3.10 Stepper motor driver 40
2.3.11 Digital to analogue conversion 41
2.3.12 Analogue to digital conversion 42
2.4 Digital electronics 43
2.4.1 Introduction to digital circuits 43
2.4.2 Logic gates 43
2.4.3 Combinational logic 44
2.4.4 Sequential logic 45
2.4.5 Timers and counters 46
2.4.6 Memory circuits 47
2.4.7 Clock or astable circuits 49
2.5 Microprocessor systems 49
2.5.2 Ports 49
2.5.3 Central processing unit (CPU) 50
2.5.4 Memory 50
2.5.5 Buses 50
2.5.6 Fetch–execute sequence 51
2.5.7 A typical microprocessor 51
2.5.8 Microcontrollers 53
2.5.9 Testing microcontroller systems 54
2.5.10 Programming 54
2.6 Measurement 55
2.6.1 What is measurement 55
2.6.2 A measurement system 56
2.6.3 Sources of error in measurement 56
2.7 Sensors 58
2.7.1 Thermistors 58
2.7.2 Thermocouples 59
2.7.3 Inductive sensors 60
2.7.4 Hall Effect 61
2.7.5 Strain gauges 62
2.7.6 Variable capacitance 63
2.7.7 Variable resistance 64
2.7.8 Accelerometer (knock sensors) 66
2.7.9 Linear variable differential transformer (LVDT) 68
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Contents vii
2.7.10 Hot wire air flow sensor 69

2.7.11 Thin film air flow sensor 70
2.7.12 Vortex flow sensor 70
2.7.13 Pitot tube 71
2.7.14 Turbine fluid flow sensor 71
2.7.15 Optical sensors 72
2.7.16 Oxygen sensors 72
2.7.17 Light sensors 73
2.7.18 Thick-film air temperature sensor 74
2.7.19 Methanol sensor 74
2.7.20 Rain sensor 74
2.7.21 Oil sensor 75
2.7.22 Dynamic vehicle position sensors 75
2.7.23 Summary 76
2.8 Actuators 77
2.8.2 Solenoid actuators 77
2.8.3 EGR valve 78
2.8.4 Motorized actuators 79
2.8.5 Stepper motors 80
2.8.6 Synchronous motors 84
2.8.7 Thermal actuators 84
2.9 Testing electronic components, sensors and actuators 84
2.9.2 Testing sensors 85
2.9.3 Testing actuators 86
Chapter 3 Tools and equipment 87

3.1 Basic equipment 87
3.1.2 Basic hand tools 87
3.1.3 Accuracy of test equipment 88
3.1.4 Multimeters 89
3.1.5 Logic probe 91
3.2 Oscilloscopes 93
3.2.2 Waveforms 94
3.3 Scanners/Fault code readers and analysers 95
3.3.1 On-board diagnostics introduction 95
3.3.2 Serial port communications 95
3.3.3 OBD2 signal protocols 96
3.3.4 AutoTap OBD scanner 97
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viii Contents
3.3.5 Bosch KTS diagnostic equipment 99

3.3.6 Engine analysers 101
3.4 Emission testing 103
3.4.2 Exhaust gas measurement 103
3.4.3 Exhaust analyser 104
3.4.4 Emission limits 106
3.5 Pressure testing 108
3.5.2 Automotive pressure oscilloscope transducer 109
3.5.3 Breakout boxes 110
3.6 Diagnostic procedures 110
3.6.2 The ‘theory’ of diagnostics 111
Chapter 4 Electrical systems and circuits 113

4.1 The systems approach 113
4.1.1 What is a system? 113
4.1.2 Vehicle systems 113
4.1.3 Open loop systems 114
4.1.4 Closed loop systems 114
4.1.5 Summary 115
4.2 Electrical wiring, terminals and switching 115
4.2.1 Cables 115
4.2.2 Colour codes and terminal designations 116
4.2.3 Harness design 119
4.2.4 Printed circuits 122
4.2.5 Fuses and circuit breakers 123
4.2.6 Terminations 125
4.2.7 Switches 127
4.3 Multiplexing 129
4.3.1 Limits of the conventional wiring system 129
4.3.2 Multiplex data bus 131
4.3.3 Overview 131
4.3.4 Controller Area Network (CAN) 133
4.3.5 CAN data signal 135
4.3.6 Local Interconnect Network (LIN) 139
4.3.7 FlexRay 141
4.4 Media oriented systems transport (MOST) 144
4.4.2 MOST network 144
4.4.3 Protocol 145
Contents ix
4.4.4 MOST applications 146

4.4.5 Consumer device gateway 146
4.4.6 Summary 146
4.5 Automotive Ethernet 147
4.5.2 Overview 147
4.6 Circuit diagrams and symbols 148
4.6.1 Symbols 148
4.6.2 Conventional circuit diagrams 148
4.6.3 Layout or wiring diagrams 148
4.6.4 Terminal diagrams 148
4.6.5 Current flow diagrams 150
4.7 Electromagnetic compatibility 150
4.7.2 EMC problems 150
4.8 Central electrical control 153
4.8.1 Overview 153
4.8.2 Ford generic electronic module (GEM) 155
4.8.3 Communication between modules 161
4.8.4 Summary 166
4.9 Connected cars 166
4.9.2 Smart cars and traffic systems 166
4.9.3 Wi-Fi cars 169
4.9.4 Bluetooth 170
4.9.5 Applications (apps) 171
4.9.6 Vision enhancement 172
4.9.7 Self-help 173
4.9.8 Big brother 174
4.9.9 When computers go wrong 174
4.9.10 Summary 175
Chapter 5 Batteries 177

5.1 Vehicle batteries 177
5.1.1 Requirements of the vehicle battery 177
5.1.2 Choosing the correct battery 178
5.1.3 Positioning the vehicle battery 178
5.2 Lead-acid batteries 179
5.2.1 Construction 179
5.2.2 Battery rating 180
5.3 Maintenance, charging and testing batteries 182
5.3.1 Maintenance 182
5.3.2 Charging the lead-acid battery 182
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x Contents
5.3.3 Servicing batteries 185

5.3.4 Battery faults 185
5.3.5 Testing batteries 185
5.3.6 Safety 189
5.4 Advanced battery technology 189
5.4.1 Electrochemistry 189
5.4.2 Electrolytic conduction 190
5.4.3 Ohm’s Law and electrolytic resistance 190
5.4.4 Electrochemical action of the
lead-acid battery 191
5.4.5 Characteristics 193
5.4.6 Peukert’s Law 194
5.5 Developments in electrical storage 194
5.5.1 Lead-acid 194
5.5.2 Alkaline 195
5.5.3 ZEBRA 197
5.5.4 Sodium sulphur 197
5.5.5 Swing 197
5.5.6 Fuel cells 198
5.5.7 Super-capacitors 201
5.5.8 Summary 201
Chapter 6 Charging 203

6.1 Requirements of the charging system 203
6.1.2 Basic operating principles 203
6.1.3 Vehicle electrical loads 204
6.2 Charging system principles 206
6.2.1 Basic principles 206
6.2.2 Charging voltages 206
6.2.3 Charging circuits 207
6.2.4 Generation of electricity 207
6.2.5 Rectification of AC to DC 209
6.2.6 Regulation of output voltage 212
6.3 Alternators 216
6.3.1 Bosch compact alternator 216
6.3.2 Efficient alternators 218
6.3.3 Water-cooled alternators 219
6.3.4 Denso high-output alternators 220
6.3.5 Charging system testing procedure 220
6.4 Smart charging 221
6.4.1 Introduction and closed loop regulation 221
6.4.2 Open loop regulation 223
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Contents xi
6.4.3 Engine performance 223

6.4.4 Fault conditions 225
6.4.5 Summary 225
6.5 Advanced charging system technology 225
6.5.1 Charging system – problems and solutions 225
6.5.2 Charge balance calculation 228
6.5.3 Alternator characteristics 229
6.5.4 Mechanical and external considerations 230
Chapter 7 Starting 231

7.1 Requirements of the starting system 231
7.1.1 Engine starting requirements 231
7.1.2 Starting system design 232
7.1.3 Choosing a starter motor 234
7.2 Starter motors and circuits 236
7.2.1 Starting system circuits 236
7.2.2 Example circuits 236
7.2.3 Starter circuit testing 239
7.2.4 Principle of operation 240
7.2.5 DC motor characteristics 243
7.3 Types of starter motor 244
7.3.1 Inertia starters 244
7.3.2 Pre-engaged starters 245
7.3.3 Permanent magnet starters 247
7.3.4 Integrated starters 249
7.3.5 Electronic starter control 249
7.3.6 Starter installation 249
7.3.7 Belt-driven starter-generator 250
7.3.8 Summary 251
7.4 Advanced starting system technology 251
7.4.1 Speed, torque and power 251
7.4.2 Efficiency 253
Chapter 8 Ignition 255

8.1 Ignition system fundamentals 255
8.1.1 Functional requirements 255
8.1.2 Generation of high tension 255
8.1.3 Advance angle (timing) 256
8.1.4 Fuel consumption and exhaust emissions 257
8.1.5 Contact breaker ignition 257
8.1.6 Plug leads 258
8.1.7 Ignition coil cores 258
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xii Contents
8.2 Electronic ignition 260

8.2.2 Constant dwell systems 260
8.2.3 Constant energy systems 261
8.2.4 Hall Effect pulse generator 261
8.2.5 Inductive pulse generator 262
8.2.6 Other pulse generators 262
8.2.7 Dwell angle control (open loop) 264
8.2.8 Current limiting and closed loop dwell 265
8.2.9 Capacitor discharge ignition 266
8.3 Electronic spark advance 267
8.3.1 Overview 267
8.3.2 Sensors and input information 268
8.3.3 Electronic control unit 269
8.4 Distributorless ignition 272
8.4.1 Principle of operation 272
8.4.2 System components 273
8.5 Coil on plug (COP) ignition 273
8.5.1 General description 273
8.5.2 Control of ignition 275
8.6 Spark plugs 275
8.6.2 Construction 276
8.6.3 Heat range 277
8.6.4 Electrode materials 278
8.6.5 Electrode gap 279
8.6.6 V-grooved spark plug 279
8.6.7 Choosing the correct plug 280
8.6.8 Spark plugs development 281
8.7 Summary 281
8.7.1 Overview 281
8.7.2 Testing procedure 283
8.8 Advanced ignition technology 285
8.8.1 Ignition coil performance 285
Chapter 9 Fuel control 287

9.1 Combustion 287
9.1.2 Spark ignition engine combustion process 287
9.1.3 Range and rate of burning 289
9.1.4 Detonation 289
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Contents xiii
9.1.5 Pre-ignition 291

9.1.6 Combustion chamber 292
9.1.7 Stratification of cylinder charge 292
9.1.8 Mixture strength and performance 293
9.1.9 Compression ignition (CI) engines 293
9.1.10 Combustion chamber design – diesel engine 296
9.1.11 Summary of combustion 296
9.2 Engine fuelling and exhaust emissions 297
9.2.1 Operating conditions 297
9.2.2 Exhaust emissions 297
9.2.3 Other sources of emissions 298
9.2.4 Leaded and unleaded fuel 299
9.3 Emissions and driving cycles 300
9.3.1 Exhaust emission regulations 300
9.3.2 Test cycles 301
9.4 Electronic control of carburation 304
9.4.1 Basic carburation 304
9.4.2 Areas of control 305
9.5 Fuel injection 306
9.5.1 Advantages of fuel injection 306
9.5.2 System overview 306
9.5.3 Components of a fuel injection system 310
9.5.4 Bosch ‘L’ Jetronic – Variations 314
9.5.5 Bosch Mono Jetronic – single point injection 315
9.5.6 Sequential multipoint injection 317
9.5.7 Lean burn technology 318
9.5.8 Double fuel injectors 320
9.6 Diesel fuel injection 321
9.6.2 Injection overview 326
9.6.3 Diesel exhaust emissions 327
9.6.4 Electronic control of diesel injection 328
9.6.5 Rotary Pump System 329
9.6.6 Common rail system 332
9.6.7 Electronic unit injection (EUI) – diesel fuel 337
9.6.8 Diesel lambda sensor 339
9.6.9 Exhaust emission treatments 340
9.7 Summary 341
9.7.1 Overview 341
9.7.2 Diagnosing fuel control systems 342
9.8 Advanced fuel control technology 343
9.8.1 Air–fuel ratio calculations 343
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xiv Contents
Chapter 10 Engine management 345

10.1 Combined ignition and fuel introduction 345
10.1.2 Variable inlet tract 346
10.1.3 Combustion flame and pressure sensing 346
10.1.4 Wide range lambda sensors 347
10.1.5 Injectors with air shrouding 347
10.2 Exhaust emission control 347
10.2.1 Engine design 347
10.2.2 Combustion chamber design 347
10.2.3 Compression ratio 348
10.2.4 Valve timing 348
10.2.5 Manifold designs 348
10.2.6 Charge stratification 348
10.2.7 Warm up time 348
10.2.8 Exhaust gas recirculation 349
10.2.9 Ignition system 350
10.2.10 Thermal after-burning 350
10.2.11 Catalytic converters 350
10.2.12 Closed loop lambda control 353
10.3 Engine management systems 354
10.3.1 Motronic M3 354
10.3.2 DI-Motronic 365
10.3.3 ME-Motronic principles 370
10.4 Other aspects of engine management 371
10.4.2 Variable valve timing 371
10.4.3 Lean burn engines 374
10.4.4 Two-stroke engines 374
10.4.5 Combustion control system 375
10.4.6 Active cooling 377
10.4.7 Engine trends – spark ignition 379
10.4.8 Transonic combustion 380
10.4.9 Formula 1 engine technology 381
10.4.10 Diagnosing engine management systems 382
10.5 Advanced engine management technology 385
10.5.1 Speed density and fuel calculations 385
10.5.2 Ignition timing calculation 386
10.5.3 Dwell calculation 388
10.5.4 Injection duration calculation 388
10.5.5 Developing and testing software 389
10.5.6 Simulation program 391
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Contents xv
10.5.7 Hot chipping 391

10.5.8 Artificial Intelligence 393
10.5.9 Neural computing 395
Chapter 11 Lighting 397

11.1 Lighting fundamentals 397
11.1.2 Bulbs 397
11.1.3 External lights 399
11.1.4 Headlight reflectors 400
11.1.5 Complex shape reflectors 402
11.1.6 Headlight lenses 403
11.1.7 Headlight levelling 404
11.1.8 Headlight beam setting 405
11.2 Lighting circuits 407
11.2.1 Basic lighting circuit 407
11.2.2 Dim-dip circuit 407
11.2.3 General lighting circuit 409
11.2.4 Flow diagram lighting circuit 410
11.2.5 Central lighting control circuit 410
11.2.6 Testing procedure 410
11.3 Gas discharge, LED and infrared lighting 413
11.3.1 Gas discharge lamps 413
11.3.2 Xenon lighting 415
11.3.3 Ultraviolet headlights 417
11.3.4 LED lighting 418
11.3.5 Infrared lights 419
11.4 Other lighting techniques 420
11.4.1 Mono-colour signal lamps 420
11.4.2 Linear lighting 420
11.4.3 Neon technology 420
11.4.4 Bending Light 421
11.4.5 Intelligent front lighting 422
11.5 Advanced lighting technology 423
11.5.1 Lighting terms and definitions 423
11.5.2 Single light-source lighting 424
Chapter 12 Auxiliaries 427

12.1 Windscreen washers and wipers 427
12.1.2 Wiper blades 428
12.1.3 Wiper linkages 429
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xvi Contents
12.1.4 Wiper motors 430

12.1.5 Windscreen washers 431
12.1.6 Washer and wiper circuits 432
12.1.7 Electronic control of windscreen wipers 434
12.1.8 Synchronized wipers 435
12.1.9 Wiper blade pressure control 436
12.1.10 Linear wiper systems 437
12.2 Signalling circuits 438
12.2.2 Flasher units 438
12.2.3 Brake lights 440
12.2.4 Indicators and hazard circuit 440
12.3 Other auxiliary systems 441
12.3.1 Electric horns 441
12.3.2 Engine cooling fan motors 442
12.3.3 Headlight wipers and washers 443
12.3.4 Other circuits 443
12.3.5 Diagnosing auxiliary system faults 444
12.4 Advanced auxiliary systems technology 444
12.4.1 Wiper motor torque calculations 444
12.4.2 PM Motor – electronic speed control 445
Chapter 13 Instrumentation 447

13.1 Gauges and sensors 447
13.1.2 Sensors 447
13.1.3 Thermal-type gauges 449
13.1.4 Moving iron gauges 450
13.1.5 Air-cored gauges 451
13.1.6 Other types of gauges 453
13.1.7 A digital instrumentation system 454
13.2 Visual displays 456
13.2.1 Choosing the best display – readability 456
13.2.2 Light-emitting diode displays 457
13.2.3 Liquid crystal displays 457
13.2.4 Vacuum fluorescent displays 459
13.2.5 Head-up displays 460
13.2.6 Electroluminescent instrument lighting 461
13.2.7 Display techniques summary 462
13.2.8 Instrumentation system faults 464
13.3 Global Positioning System (GPS) 465
13.3.2 Calculating position 466
13.3.3 Sensors 467
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Contents xvii
13.3.4 Data input and output 467

13.3.5 Accuracy 467
13.4 Driver information 468
13.4.1 Vehicle condition monitoring 468
13.4.2 Trip computer 471
13.5 Advanced instrumentation technology 472
13.5.1 Multiplexed displays 472
13.5.2 Quantization 473
13.5.3 Holography 473
13.5.4 Telemetry 473
13.5.5 Telematics 476
Chapter 14 Heating ventilation and air conditioning 481

14.1 Conventional heating and ventilation 481
14.1.2 Ventilation 482
14.1.3 Heating system – water-cooled engine 483
14.1.4 Heater blower motors 484
14.1.5 Electronic heating control 485
14.2 Air conditioning 486
14.2.2 Principle of refrigeration 486
14.2.3 Air conditioning overview 487
14.2.4 Air conditioning system and components 488
14.2.5 Automatic temperature control 494
14.2.6 Electrically driven air conditioning 494
14.3 Other heating systems 495
14.3.1 Seat heating 495
14.3.2 Screen heating 496
14.3.3 Heating development 497
14.3.4 Air conditioning system faults 497
14.4 Advanced temperature control technology 498
14.4.1 Heat transfer 498
14.4.2 Types of heat and temperature 499
14.4.3 Armature reaction 499
14.4.4 Refrigerant developments 500
Chapter 15 Chassis electrical 503

15.1 Anti-lock brakes 503
15.1.2 Requirements of ABS 504
15.1.3 General system description 504
15.1.4 Components 506
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xviii Contents
15.1.5 Anti-lock brake system control 509

15.1.6 Control strategy 509
15.1.7 Honda anti-lock brakes 510
15.2 Traction and stability control 511
15.2.2 Control functions 511
15.2.3 System operation 513
15.2.4 Electronic Stability Program (ESP) 513
15.3 Active suspension 517
15.3.1 Overview 517
15.3.2 Sensors and actuators 519
15.3.3 Delphi MagneRide 520
15.4 Automatic transmission 523
15.4.2 Control of gear shift and torque converter 523
15.4.3 Tiptronic 525
15.4.4 Summary 527
15.5 Other chassis electrical systems 527
15.5.1 Electric power steering 527
15.5.2 Robotized manual transmission 529
15.5.3 Active roll reduction 530
15.5.4 Electronic limited slip differential 531
15.5.5 Brake assist systems 531
15.5.6 X-by-wire 532
15.5.7 Diagnosing chassis electrical system
faults 536
15.6 Advanced chassis systems technology 538
15.6.1 Road surface and tyre friction 538
15.6.2 ABS control cycles 541
15.6.3 Traction control calculations 542
Chapter 16 Comfort and safety 543

16.1 Seats, mirrors and sun-roofs 543
16.1.2 Electric seat adjustment 543
16.1.3 Electric mirrors 545
16.1.4 Electric sun-roof operation 546
16.1.5 Seat control circuit 546
16.2 Central locking and electric windows 547
16.2.1 Door locking circuit 547
16.2.2 Electric window operation 548
16.2.3 Electric windows example circuit 551
16.3 Cruise control 552
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Contents xix
16.3.2 System description 553

16.3.3 Components 554
16.3.4 Adaptive cruise control 555
16.4 In-car multimedia 556
16.4.2 Speakers 557
16.4.3 In-car entertainment (ICE) 558
16.4.4 Radio data system (RDS) 558
16.4.5 Radio broadcast data system (RBDS) 559
16.4.6 Radio reception 560
16.4.7 Digital audio broadcast (DAB) 561
16.4.8 Interference suppression 561
16.4.9 Mobile communications 564
16.5 Security 565
16.5.2 Basic security 566
16.5.3 Top of the range security 566
16.5.4 Security-coded ECUs 568
16.5.5 Alarms and immobilizers 568
16.5.6 Keys 571
16.6 Airbags and belt tensioners 573
16.6.2 Operation of the system 573
16.6.3 Components and circuit 575
16.6.4 Seat-belt tensioners 578
16.6.5 Side airbags 578
16.6.6 Intelligent airbag sensing system 578
16.7 Other safety and comfort systems 580
16.7.1 Obstacle avoidance radar 580
16.7.2 Tyre pressure warning 582
16.7.3 Noise control 583
16.7.4 Auto dimming mirrors 585
16.7.5 Automatic parking system 585
16.7.6 General systems diagnostic procedure 587
16.8 Advanced comfort and safety systems technology 588
16.8.1 Cruise control and system response 588
16.8.2 Radio suppression calculations 589
Chapter 17 Alternative fuel, hybrid and electric vehicles 591

17.1 Alternative fuels 591
17.1.1 Overview 591
17.1.2 Fuels 591
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xx Contents
17.2 Electric vehicles (EVs) 596

17.2.2 Electric drive system 596
17.2.3 EV batteries 596
17.2.4 Drive motors 597
17.2.5 General Motors EV-1 600
17.2.6 Tesla Roadster 601
17.2.7 Honda FCX Clarity – Case study 609
17.2.8 EV summary 621
17.3 Hybrid electric vehicles (HEVs) 622
17.3.2 Honda light hybrids 622
17.3.3 Bosch parallel full-hybrid technology 640
17.3.4 Nissan hybrid case study 643
17.4 Wireless EV charging 645
17.4.2 Inductive power transfer 645
17.4.3 Technology overview 645
17.4.4 IPT system 646
17.4.5 Detailed schematic 647
17.4.6 Battery management 648
17.4.7 System parameters 648
17.4.8 Summary 649
17.5 Advanced electric vehicle technology 649
17.5.1 Motor torque and power characteristics 649
17.5.2 Optimization techniques – mathematical
modelling 650
Chapter 18 Learning activities 653

18.1 Introduction 653
18.2 Check your knowledge and learn more 654
18.2.1 Development of the automobile
electrical system 654
18.2.2 Electrical and electronic principles 654
18.2.3 Tools and equipment 656
18.2.4 Electrical systems and circuits 658
18.2.5 Batteries 659
18.2.6 Charging 661
18.2.7 Starting 663
18.2.8 Ignition 665
18.2.9 Fuel control 667
18.2.10 Engine management 668
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Contents xxi
18.2.11 Lighting 670

18.2.12 Auxiliaries 672
18.2.13 Instrumentation 673
18.2.14 Heating ventilation and air conditioning 675
18.2.15 Chassis electrical 677
18.2.16 Comfort and safety 678
18.2.17 Alternative fuel, hybrid and electric vehicles 680
18.3 Simulation program 681
18.4 Last word 682
References 683
Index 685
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Preface
Automobile electrical and electronic systems are at the same time the most
complex yet most interesting aspects of a vehicle. Well, they are to me
anyway, which is why I am particularly pleased to have produced the fourth
edition of this book!
In this edition you will find more details on EVs and HEVs as well as some
of the latest ideas about vehicle networks and much more. This book is the
second in the ‘Automotive Technology: Vehicle Maintenance and Repair’
series:
• Automobile Mechanical and Electrical Systems
• Automobile Electrical and Electronic Systems, 4th edition
• Automobile Advanced Fault Diagnosis, 3rd edition
Ideally, you will have studied the mechanical book, or have some experience,
before starting on this one. If not, it does start with the basics. This is the
first book of its type to be published in full colour, and concentrates on
electrical and electronic principles as well as comprehensive case studies
and examples. It will cover everything you need to advance your studies to a
higher level, no matter what qualification (if any) you are working towards.
I hope you find the content useful and informative. Comments, suggestions
and feedback are always welcome at my website: www.automotive-
technology.co.uk. You will also find links to lots of free online resources to help
with your studies.
The final chapter of this book contains assignments, questions, research
topics and more. You can look at this at any time or wait until you have studied
the rest of the book.
Good luck and I hope you find automotive technology as interesting as I still
do.
00_23854_FM.indd xxiii 15/11/11 12:46 PM

00_23854_FM.indd ii 15/11/11 12:46 PM

Acknowledgements
Over the years many people have helped in the production of my books. I am
therefore very grateful to the following companies who provided information
and/or permission to reproduce photographs and/or diagrams:
AA Photo Library NGK Plugs

AC Delco Nissan Cars UK
Alpine Audio Systems Most Corporation
ATT Training (UK and USA) Peugeot UK
Autologic Data Systems Philips
BMW UK PicoTech
Bosch Gmbh Pioneer Radio
Bosch Media Porsche Cars UK
C&K Components Robert Bosch GmbH.
Citroën UK Robert Bosch UK
Clarion Car Audio Rover Cars
Delphi Media Saab Cars UK
Eberspaecher Saab Media
Fluke Instruments UK Scandmec
Ford Motor Company SMSC
Ford Media Snap-on Tools
FreeScale Electronics Sofanou (France)
General Motors Sun Electric UK
GenRad Tesla Motors
Hella UK Thrust SSC Land Speed Team
Honda Cars UK T&M Auto-Electrical
Hyundai UK Toyota Cars UK
Jaguar Cars Tracker UK
Kavlico Unipart Group
Loctite Valeo
Lucas UK Vauxhall
LucasVarity VDO Instruments
Mazda Volvo Media
McLaren Electronic Systems Volkswagen cars
Mercedes Cars UK Wikimedia
Mitsubishi Cars UK ZF Servomatic
If I have used any information, or mentioned a company name that is not listed
here, please accept my apologies and let me know so it can be rectified as
soon as possible.
00_23854_FM.indd xxv 15/11/11 12:46 PM

00_23854_FM.indd ii 15/11/11 12:46 PM

Glossary of
abbreviations
and acronyms
OBD2/SAE terminology
ABS antilock brake system

AC air conditioning
AC air cleaner
AIR secondary air injection
A/T automatic transmission or transaxle
SAP accelerator pedal
B+ battery positive voltage
BARO barometric pressure
CAC charge air cooler
CFI continuous fuel injection
CL closed loop
CKP crankshaft position sensor
CKP REF crankshaft reference
CMP camshaft position sensor
CMP REF camshaft reference
CO carbon monoxide
CO2 carbon dioxide
CPP clutch pedal position
CTOX continuous trap oxidizer
CTP closed throttle position
DEPS digital engine position sensor
DFCO decel fuel cut-off mode
DFI direct fuel injection
DLC data link connector
DPF diesel particulate filter
DTC diagnostic trouble code
DTM diagnostic test mode
EBCM electronic brake control module
EBTCM electronic brake traction control module
EC engine control
ECM engine control module
ECL engine coolant level
ECT engine coolant temperature
EEPROM electrically erasable programmable read only memory
EFE early fuel evaporation
EGR exhaust gas recirculation
EGRT EGR temperature
EI electronic ignition
EM engine modification
xxviii Glossary of abbreviations and acronyms
EPROM erasable programmable read only memory

ESC electronic stability control
EVAP evaporative emission system
FC fan control
FEEPROM flash electrically erasable programmable read only memory
FF flexible fuel
FP fuel pump
FPROM flash erasable programmable read only memory
FT fuel trim
FTP federal test procedure
GCM governor control module
GEN generator
GND ground
H20 water
HO2S heated oxygen sensor
HO2S1 upstream heated oxygen sensor
HO2S2 up or downstream heated oxygen sensor
HO2S3 downstream heated oxygen sensor
HC hydrocarbon
HVS high voltage switch
HVAC heating ventilation and air conditioning system
IA intake air
IAC idle air control
IAT intake air temperature
IC ignition control circuit
ICM ignition control module
IFI indirect fuel injection
IFS inertia fuel shutoff
I/M inspection/maintenance
IPC instrument panel cluster
ISC idle speed control
KOEC key on, engine cranking
KOEO key on, engine off
KOER key on, engine running
KS knock sensor
KSM knock sensor module
LTFT long term fuel trim
MAF mass airflow sensor
MAP manifold absolute pressure sensor
MC mixture control
MDP manifold differential pressure
MFI multiport fuel injection
MIL malfunction indicator lamp
MPH miles per hour
MST manifold surface temperature
MVZ manifold vacuum zone
NVRAM non-volatile random access memory
NOX oxides of nitrogen
O2S oxygen sensor
OBD on-board diagnostics
OBDI on-board diagnostics generation one
OBD II on-board diagnostics, second generation
OC oxidation catalyst
Glossary of abbreviations and acronyms xxix
ODM output device monitor

OL open loop
OSC oxygen sensor storage
PAIR pulsed secondary air injection
PCM powertrain control module
PCV positive crankcase ventilation
PNP park/neutral switch
PROM program read only memory
PSA pressure switch assembly
PSP power steering pressure
PTOX periodic trap oxidizer
RAM random access memory
RM relay module
ROM read only memory
rpm revolutions per minute
SC supercharger
SCB supercharger bypass
SDM sensing diagnostic mode
SFI sequential fuel injection
SRI service reminder indicator
SRT system readiness test
STFT short term fuel trim
TB throttle body
TBI throttle body injection
TC turbocharger
TCC torque converter clutch
TCM transmission or transaxle control module
TFP throttle fluid pressure
TP throttle position
TPS throttle position sensor
TVV thermal vacuum valve
TWC three way catalyst
TWC+OC three way + oxidation catalytic converter
VAF volume airflow
VCM vehicle control module
VR voltage regulator
VS vehicle sensor
VSS vehicle speed sensor
WU-TWC warm up three way catalytic converter
WOT wide open throttle
OEM and other terminology
A amps
AC air conditioning
A/F air/fuel ratio
A/T automatic transmission
AAV anti-afterburn valve (Mazda)
ABS antilock brake system
ABSV air bypass solenoid valve (Mazda)
AC alternating current
ACTS air charge temperature sensor (Ford)
xxx Glossary of abbreviations and acronyms
AERA Automotive Engine Rebuilders Assn.

AFM air flow meter
AFS air flow sensor (Mitsubishi)
AIR Air Injection Reaction (GM)
AIS Air Injection System (Chrysler)
AIS automatic idle speed motor (Chrysler)
ALCL assembly line communications link (GM)
ALDL assembly line data link (GM)
API American Petroleum Institute
APS absolute pressure sensor (GM)
APS atmospheric pressure sensor (Mazda)
ASD automatic shutdown relay (Chrysler)
ASDM airbag system diagnostic module (Chrysler)
ASE Automotive Service Excellence
ATC after top centre
ATDC after top dead centre
ATF automatic transmission fluid
ATMC Automotive Training Managers Council
ATS air temperature sensor (Chrysler)
AWD all-wheel drive
BARO barometric pressure sensor (GM)
BAT battery
BCM body control module (GM)
BHP brake horsepower
BID Breakerless Inductive Discharge (AMC)
BMAP barometric/manifold absolute pressure sensor (Ford)
BP backpressure sensor (Ford)
BPS barometric pressure sensor (Ford & Nissan)
BPT back-pressure transducer
BTC before top centre
BTDC before top dead centre
Btu British thermal units
C Celsius
C3 Computer Command Control system (GM)
C3I Computer Controlled Coil Ignition (GM)
C4 Computer Controlled Catalytic Converter system (GM)
CAAT Council of Advanced Automotive Trainers
CAFE corporate average fuel economy
CALPAK calibration pack
CANP canister purge solenoid valve (Ford)
CARB California Air Resources Board
CAS Clean Air System (Chrysler)
CAS crank angle sensor
CC catalytic converter
CC cubic centimetres
CCC Computer Command Control system (GM)
CCD computer controlled dwell (Ford)
CCEI Coolant Controlled Idle Enrichment (Chrysler)
CCEV Coolant Controlled Engine Vacuum Switch (Chrysler)
CCOT clutch cycling orifice tube
CCP controlled canister purge (GM)
CCV canister control valve
CDI Capacitor Discharge Ignition (AMC)
Glossary of abbreviations and acronyms xxxi
CEAB cold engine air bleed

CEC Crankcase Emission Control System (Honda)
CECU central electronic control unit (Nissan)
CER cold enrichment rod (Ford)
CESS cold engine sensor switch
CFC Chlorofluorocarbons
CFI Cross Fire Injection (Chevrolet)
cfm cubic feet per minute
CID cubic inch displacement
CID cylinder identification sensor (Ford)
CIS Continuous Injection System (Bosch)
CMP camshaft position sensor (GM)
COP Coil On Plug ignition
CP canister purge (GM)
CP crankshaft position sensor (Ford)
CPI Central Port Injection (GM)
CPU central processing unit
CSC Coolant Spark Control (Ford)
CSSA Cold Start Spark Advance (Ford)
CSSA Cold Start Spark Advance (Ford)
CSSH Cold Start Spark Hold (Ford)
CTAV Cold Temperature Actuated Vacuum (Ford)
CTO Coolant Temperature Override Switch (AMC)
CTS charge temperature switch (Chrysler)
CTS coolant temperature sensor (GM)
CTVS choke thermal vacuum switch
CVCC Compound Vortex Controlled Combustion system (Honda)
CVR control vacuum regulator (Ford)
dB decibels
DC direct current
DEFI Digital Electronic Fuel Injection (Cadillac)
DERM diagnostic energy reserve module (GM)
DFS deceleration fuel shutoff (Ford)
DIS Direct Ignition System (GM)
DIS Distributorless Ignition System (Ford)
DLC data link connector (GM)
DOHC dual overhead cams
DOT Department of Transportation
DPF diesel particulate filter
DRBII Diagnostic Readout Box (Chrysler)
DRCV distributor retard control valve
DSSA Dual Signal Spark Advance (Ford)
DVDSV differential vacuum delay and separator valve
DVDV distributor vacuum delay valve
DVOM digital volt ohm meter
EACV electronic air control valve (Honda)
EBCM electronic brake control module (GM)
EBM electronic body module (GM)
ECA electronic control assembly
ECCS Electronic Concentrated Control System (Nissan)
ECM electronic control module (GM)
ECS Evaporation Control System (Chrysler)
ECT engine coolant temperature (Ford & GM)
xxxii Glossary of abbreviations and acronyms
ECU electronic control unit (Ford, Honda & Toyota)

EDIS Electronic Distributorless Ignition System (Ford)
EEC Electronic Engine Control (Ford)
EEC Evaporative Emission Controls (Ford)
EECS Evaporative Emissions Control system (GM)
EEPROM electronically erasable programmable read only memory chip
EFC electronic feedback carburettor (Chrysler)
EFC electronic fuel control
EFCA electronic fuel control assembly (Ford)
EFE Early Fuel Evaporation system (GM)
EFI electronic fuel injection
EGO exhaust gas oxygen sensor (Ford)
EGRPS EGR valve position sensor (Mazda)
EGR-SV EGR solenoid valve (Mazda)
EGRTV EGR thermo valve (Chrysler)
EI electronic ignition (GM)
ELB Electronic Lean Burn (Chrysler)
EMI electromagnetic interference
EOS exhaust oxygen sensor
EPA Environmental Protection Agency
EPOS EGR valve position sensor (Ford)
EPROM erasable programmable read only memory chip
ESA Electronic Spark Advance (Chrysler)
ESC Electronic Spark Control (GM)
ESS Electronic Spark Selection (Cadillac)
EST Electronic Spark Timing (GM)
EVP EGR valve position sensor (Ford)
EVRV electronic vacuum regulator valve for EGR (GM)
F Fahrenheit
FBC feedback carburettor system (Ford & Mitsubishi)
FBCA feedback carburettor actuator (Ford)
FCA fuel control assembly (Chrysler)
FCS fuel control solenoid (Ford)
FDC fuel deceleration valve (Ford)
FI fuel injection
FLS fluid level sensor (GM)
FMVSS Federal Motor Vehicle Safety Standards
ft.lb. foot pound
FUBAR Fracked Up Beyond All Repair
FWD front-wheel drive
gal gallon
GND ground
GPM grams per mile
HAIS Heated Air Intake System (Chrysler)
HEGO heated exhaust gas oxygen sensor
HEI High Energy Ignition (GM)
Hg mercury
hp horsepower
I/P instrument panel
IAC idle air control (GM)
IAT inlet air temperature sensor (Ford)
IATS intake air temperature sensor (Mazda)
IC integrated circuit
Glossary of abbreviations and acronyms xxxiii
ICS idle control solenoid (GM)

ID inside diameter
IGN ignition
IIIBDFI If it isn’t broke don’t fix it
IM240 inspection/maintenance 240 program
IMI Institute of the Motor Industry
ISC idle speed control (GM)
ISC idle speed control (GM)
ISO International Standards Organization
ITCS Ignition Timing Control System (Honda)
ITS idle tracking switch (Ford)
JAS Jet Air System (Mitsubishi)
kHz kilohertz
KISS Keep It Simple Stupid!
Km kilometres
kPa kilopascals
KS knock sensor
KV kilovolts
L litters
lb. ft. pound feet
LCD liquid crystal display
LED light emitting diode
MACS Mobile Air Conditioning Society
MAF mass airflow sensor
MAMA Midwest Automotive Media Assn.
MAP manifold absolute pressure
MAP Motorist Assurance Program
MAT manifold air temperature
MCS mixture control solenoid (GM)
MCT manifold charge temperature (Ford)
MCU Microprocessor Controlled Unit (Ford)
MFI multiport fuel injection
MIL malfunction indicator lamp
MISAR Microprocessed Sensing and Automatic Regulation (GM)
mm millimetres
MPFI multi point fuel injection
MPG miles per gallon
MPH miles per hour
MPI multi-port injection
ms millisecond
MSDS material safety data sheet
mV millivolts
NACAT National Assn. of College Automotive Teachers
NATEF National Automotive Technician’s Education Foundation
NHTSA National Highway Traffic Safety Administration
Nm Newton meters
OBD on-board diagnostics
OC oxidation converter (GM)
OD outside diameter
OE original equipment
OEM original equipment manufacture
OHC overhead cam
ORC oxidation reduction catalyst (GM)
xxxiv Glossary of abbreviations and acronyms
OS oxygen sensor
OSAC Orifice Spark Advance Control (Chrysler)
P/B power brakes
P/N part number
PA pressure air (Honda)
PAFS Pulse Air Feeder System (Chrysler)
PAIR Pulsed Secondary Air Injection system (GM)
PCM powertrain control module (supersedes ECM)
PECV power enrichment control valve
PERA Production Engine Rebuilders Assn.
PFI port fuel injection (GM)
PGM-FI Programmed Gas Management Fuel Injection (Honda)
PIP profile ignition pickup (Ford)
PPM parts per million
PROM program read only memory computer chip
PS power steering
PSI pounds per square inch
pt. pint
PVA ported vacuum advance
PVS ported vacuum switch
PVS ported vacuum switch
QS9000 Quality assurance standard for OEM part suppliers
Qt. quart
RABS Rear wheel Antilock Brake System (Ford)
RFI radio frequency interference
rpm revolutions per minute
RPO regular production option
RWAL Rear Wheel Antilock brake system (GM)
RWD rear-wheel drive
SAE Society of Automotive Engineers
SAVM spark advance vacuum modulator
SCC Spark Control Computer (Chrysler)
SDI Saab Direct Ignition
SES service engine soon indicator (GM)
SFI Sequential Fuel Injection (GM)
SIR Supplemental Inflatable Restraint (air bag)
SMPI Sequential Multiport Fuel Injection (Chrysler)
SOHC single overhead cam
SPOUT Spark Output signal (Ford)
SRDV spark retard delay valve
SRS Supplemental Restraint System (air bag)
SS speed sensor (Honda)
SSI Solid State Ignition (Ford)
STS Service Technicians Society
TA temperature air (Honda)
TABPV throttle air bypass valve (Ford)
TAC thermostatic air cleaner (GM)
TACH tachometer
TAD Thermactor air diverter valve (Ford)
TAV temperature actuated vacuum
TBI throttle body injection
TCC torque converter clutch (GM)
TCCS Toyota Computer Controlled System
Glossary of abbreviations and acronyms xxxv
TCS Transmission Controlled Spark (GM)

TDC top dead centre
TIC thermal ignition control (Chrysler)
TIV Thermactor idle vacuum valve (Ford)
TKS throttle kicker solenoid (Ford)
TP throttle position sensor (Ford)
TPI Tuned Port Injection (Chevrolet)
TPMS Tire Pressure Monitor System
TPP throttle position potentiometer
TPS throttle position sensor
TPT throttle position transducer (Chrysler)
TRS Transmission Regulated Spark (Ford)
TSP throttle solenoid positioner (Ford)
TV throttle valve
TVS thermal vacuum switch
TVS thermal vacuum switch (GM)
TVV thermal vacuum valve (GM)
V volts
VAC volts alternating current
VAF vane airflow sensor
VCC viscous converter clutch (GM)
VDC volts direct current
VDV vacuum delay valve
VIN vehicle identification number
VSM vehicle security module
VSS vehicle speed sensor
WOT wide open throttle
WOT wide open throttle switch (GM)
WSS wheel speed sensor
00_23854_FM.indd ii 15/11/11 12:46 PM

CH A P TE R
1
Development of the
automobile electrical system
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 lodestones, when he found pieces of them
sticking to the iron end of his crook.
William Gilbert, in the sixteenth century, proved that many other substances
are ‘electric’ and that they have two electrical effects. When rubbed with fur, Key fact
amber acquires ‘resinous electricity’; glass, however, when rubbed with silk, The story of electric power can be
acquires ‘vitreous electricity’. Electricity repels the same kind and attracts the traced back to around 600 BC.
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 first electrical device in 1672. He
charged a ball of sulphur 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 transferred 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, invented the first battery. He found that
by placing a series of glass jars containing salt water, and zinc and copper Key fact
electrodes connected in the correct order, he could get an electric shock by Alessandro Volta, an Italian aristocrat,
touching the wires. This was the first wet battery and is indeed the forerunner invented the first battery.
of the accumulator, which was developed by the French physicist Gaston
Planche in 1859. This was a lead-acid battery in which the chemical reaction
that produces electricity could be reversed by feeding current back in the
opposite direction. No battery or storage cell can supply more than a small
amount of power and inventors soon realized that they needed a continuous
source of current. Michael Faraday, a Surrey blacksmith’s son and an assistant
to Sir Humphrey Davy, devised the first electrical generator. In 1831 Faraday
made a machine in which a copper disc rotated between the poles of a large
01_23854_CH01.indd 1 14/11/11 9:10 PM

2 Q Automobile electrical and electronic systems
magnet. Copper strips provided contacts with the rim of the disc and the axle on
which it turned; current 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 and used battery-
powered electromagnets in a generator in place of permanent magnets. Several
inventors around 1866, including two English electricians - Cromwell Varley
Key fact and Henry Wilde - produced permanent magnets. Anyos Jedlik, a Hungarian
physicist, and the American pioneer electrician, Moses Farmer, also worked in
William Sturgeon of Warrington, this field. The first really successful generator was the work of a German, Ernst
Lancashire, made the first working
electric motor in the 1820s. Werner Von Siemens. He produced his generator, which he called a dynamo, in
1867. Today, the term dynamo is applied only to a generator that provides direct
current. Generators, which produce alternating current, are called alternators.
The development of motors that could operate from alternating current was
the work of an American engineer, Elihu Thomson. Thomson also invented the
transformer, which changes the voltage of an electric supply. He demonstrated
Key fact his invention in 1879 and, 5 years later, three Hungarians, Otto Blathy, Max Deri
In the 1860s, Ettiene Lenoir and Karl Zipernowksy, produced the first commercially practical transformers.
developed the first practical gas It is not possible to be exact about who conceived particular electrical items in
engine. relation to the motor car. Innovations in all areas were thick and fast in the latter
half of the nineteenth century.
In the 1860s, Ettiene Lenoir developed the first practical gas engine. This engine
used a form of electric ignition employing a coil developed by Ruhmkorff in 1851.
In 1866, Karl Benz used a type of magneto that was belt driven. He found this to
Key fact be unsuitable though, owing to the varying speed of his engine. He solved the
In 1889, Georges Bouton problem by using two primary cells to provide an ignition current.
invented contact breakers for a
coil ignition system. In 1889, Georges Bouton invented contact breakers for a coil ignition system,
thus giving positively tuned ignition for the first time. It is arguable that this is the
ancestor of the present day ignition system. Emile Mors used electric ignition on
a low-tension circuit supplied by accumulators that were recharged from a belt-
driven dynamo. This was the first successful charging system and can be dated
Key fact to around 1895.
Bosch created the first working The now formidable Bosch empire was started in a very small way by Robert
magneto in 1897. Bosch. His most important area of early development was in conjunction with
his foreman, Fredrich Simms, when they produced the low-tension magneto at
the end of the nineteenth century. Bosch introduced the high-tension magneto
(D Claw-pole alternator Components 14V

© DC/DC-Converter 14V/42V Components 42 V
-bi-directional
(3) 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)
Figure 1.1 Future electronic systems (Source: Bosch Media)
Development of the automobile electrical system 1 3
Figure 1.2 1897 The De Dion-Bouton three-wheeler, with Bosch magneto
to almost universal acceptance in 1902. The ‘H’ shaped armature of the very
earliest magneto is now used as the Bosch trademark on all the company’s
products. Bosch actually created the first working magneto in 1897.
From this period onwards, the magneto was developed to a very high standard
in Europe, while in the USA the coil and battery ignition system took the lead.
Charles F. Kettering played a vital role in this area working for the Daytona
electrical company (Delco), when he devised the ignition, starting and lighting
system for the 1912 Cadillac. Kettering also produced a mercury-type voltage
regulator.
The third-brush dynamo, first produced by Dr Hans Leitner and R.H. Lucas,
first appeared in about 1905. This gave the driver some control over the
charging system. It became known as the constant current charging system.
By today’s standards this was a very large dynamo and could produce only
about 8 A.
Many other techniques were tried over the next decade or so to solve the
problem of controlling output on a constantly varying speed dynamo. Some
novel control methods were used, some with more success than others. For
example, a drive system, which would slip beyond a certain engine speed, was
used with limited success, while one of my favourites had a hot wire in the main
output line which, as it became red hot, caused current to bypass it and flow
through a ‘bucking’ coil to reduce the dynamo field strength. Many variations
of the ‘field warp’ technique were used. The control of battery charging current
for all these constant current systems was poor and often relied on the driver to
switch from high to low settings. In fact, one of the early forms of instrumentation
was a dashboard hydrometer to check the battery state of charge!
The two-brush dynamo and compensated voltage control unit was used for the
first time in the 1930s. This gave far superior control over the charging system
and paved the way for the many other electrical systems to come.
In 1936, the much-talked about move to positive earth took place (in the UK
mostly). Lucas played a major part in this change. It was done to allow reduced
spark plug firing voltages and hence prolong electrode life – however, there is
much debate over the reasons. It was also hoped to reduce corrosion between
the battery terminals and other contact points around the car.
The 1950s was the era when lighting began to develop towards today’s complex
arrangements. Flashing indicators were replacing the semaphore arms and the
01_23854_CH01.indd 3 14/11/11 9:10 PM

4 1 Automobile electrical and electronic systems
Figure 1.3 Magneto (Source: Bosch Media)
twin filament bulb allowed more suitable headlights to be made. The quartz
halogen bulb, however, did not appear until the early 1970s.
Great improvements now started to take place with the fitting of essential items
such as heaters, radios and even cigar lighters! Also in the 1960s and 1970s,
many more optional extras became available, such as windscreen washers
and two-speed wipers. Cadillac introduced full air conditioning and even a time
switch for the headlights.
The negative earth system was re-introduced in 1965 with complete acceptance.
This did, however, cause some teething problems, particularly with the growing
DIY fitment of radios and other accessories. It was also good, of course, for the
established auto-electrical trade!
Key fact The 1970s also hailed the era of fuel injection and electronic ignition.
The 1970s hailed the era of fuel Instrumentation became far more complex and the dashboard layout was now
injection and electronic ignition. an important area of design. Heated rear windows that worked were fitted as
standard to some vehicles. The alternator, first used in the USA in the 1960s,
became the norm by about 1974 in Britain.
The extra power available and the stable supply of the alternator was just what
the electronics industry was waiting for and, in the 1980s, the electrical system
of the vehicle changed beyond all recognition.
Key fact
The advances in micro-computing and associated technology have now made
The advances in micro- control of all vehicle functions possible by electrical means. That is what the rest
computing and associated
of this book is about, so read on.
technology have now made
control of all vehicle functions
possible by electrical means. 1.1.2 A chronological history
The electrical and electronic systems of the motor vehicle are often the
most feared, but at the same time can be the most fascinating aspects of an
01_23854_CH01.indd 4 14/11/11 9:10 PM

Development of the automobile electrical system n 5
Figure 1.4 A 1913 Bosch headlight
automobile. The complex circuits and systems now in use have developed in a
very interesting way.
For many historical developments it is not possible to be certain exactly who
‘invented’ a particular component, or indeed when, as developments were taking
place in parallel, as well as in series.
It is interesting to speculate on who we could call the founder of the vehicle
electrical system. Michael Faraday of course deserves much acclaim, but then of
course so does Ettiene Lenoir and so does Robert Bosch and so does Nikolaus
Otto and so does ...
Perhaps we should go back even further to the ancient Greek philosopher Thales Key fact
of Miletus who, whilst rubbing amber with fur, discovered static electricity. The The Greek word for amber is
Greek word for amber is ‘elektron’. ‘elektron’.
Side lamp Starting motor

switch
Battery
Horn
switch
Horn
Starting
motor Tail
Head lamp>
lamps
Spark plugs Dash

lamp
Switch box Automatic

Dynamo Ignition unit
cut-out
Side lamp
Figure 1.5 A complete circuit diagram

c600 BC Thales of Miletus discovers static electricity by rubbing amber with fur.
cAD1550 William Gilbert showed that many substances contain ‘electricity’ and
that, of the two types of electricity he found different types attract while like types
repel.
1672 Otto Von Guerick invented the first electrical device, a rotating ball of
sulphur.
1742 Andreas Gordon constructed the first static generator.
1747 Benjamin Franklin flew a kite in a thunderstorm!
1769 Cugnot built a steam tractor in France made mostly from wood.
1780 Luigi Galvani started a chain of events resulting in the invention of the
battery.
1800 The first battery was invented by Alessandro Volta.
1801 Trevithick built a steam coach.
1825 Electromagnetism was discovered by William Sturgeon.
1830 Sir Humphery Davy discovered that breaking a circuit causes a spark.
1831 Faraday discovered the principles of induction.
1851 Ruhmkorff produced the first induction coil.
1859 The accumulator was developed by the French physicist Gaston Planche.
1860 Lenoir built an internal-combustion gas engine.
1860 Lenoir developed ‘in cylinder’ combustion.
1860 Lenoir produced the first spark-plug.
1861 Lenoir produced a type of trembler coil ignition.
1861 Robert Bosch was born in Albeck near Ulm in Germany.
1870 Otto patented the four-stroke engine.
1875 A break spark system was used in the Seigfried Marcus engine.
1876 Otto improved the gas engine.
1879 Hot-tube ignition was developed by Leo Funk.
1885 Benz fitted his petrol engine to a three-wheeled carriage.
1885 The motor car engine was developed by Gottlieb Daimler and Karl Benz.
1886 Daimler fitted his engine to a four-wheeled carriage to produce a four-
wheeled motorcar.
1887 The Bosch low-tension magneto was used for stationary gas engines.
1887 Hertz discovered radio waves.
1888 Professor Ayrton built the first experimental electric car.
1889 E. Martin used a mechanical system to show the word ‘STOP’ on a board
at the rear of his car.
1889 Georges Bouton invented contact breakers.
1891 Panhard and Levassor started the present design of cars by putting the
engine in the front.
1894 The first successful electric car.
1895 Emile Mors used accumulators that were recharged from a belt-driven
dynamo.
1895 Georges Bouton refined the Lenoir trembler coil.
01_23854_CH01.indd 6 14/11/11 9:10 PM

Development of the automobile electrical system
Distributor
o 7
moulding
Governor
Distributor
arm Contact
breaker
Condenser
Roller
bearing
Rotor
with nifal
magnet
Ball
bearing Coil
winding
Lubricator
Impulse
starter
Figure 1.6 Sectional view of the Lucas type 6VRA Magneto
1896 Lanchester introduced epicyclic gearing, which is now used in automatic

transmission.
1897 The first radio message was sent by Marconi.
1897 Bosch and Simms developed a low-tension magneto with the ‘H’ shaped
armature, used for motor vehicle ignition.
1899 Jenatzy broke the 100 kph barrier in an electric car.
1899 First speedometer introduced (mechanical).
1899 World speed record 66 mph - in an electric powered vehicle!
1901 The first Mercedes took to the roads.
1901 Lanchester produced a flywheel magneto.
1902 Bosch introduced the high-tension magneto, which was almost universally
accepted.
1904 Rigolly broke the 100 mph barrier.
1905 Miller Reese invented the electric horn.
1905 The third-brush dynamo was invented by Dr Hans Leitner and R.H. Lucas.
1906 Rolls-Royce introduced the Silver Ghost.
1908 Ford used an assembly-line production to manufacture the Model T.
1908 Electric lighting appeared, produced by C.A. Vandervell.
1910 The Delco prototype of the electric starter appeared.
1911 Cadillac introduced the electric starter and dynamo lighting.
1912 Bendix invented the method of engaging a starter with the flywheel.
1912 Electric starting and lighting used by Cadillac. This ‘Delco’ electrical system
was developed by Charles F. Kettering.
1913 Ford introduced the moving conveyor belt to the assembly line.
1914 Bosch perfected the sleeve induction magneto.
Figure 1.7 Distributor with contact breakers
1914 A buffer spring was added to starters.

1920 Duesenberg began fitting four-wheel hydraulic brakes.
1920 The Japanese made significant improvements to magnet technology.
1921 The first radio set was fitted in a car by the South Wales Wireless Society.
1922 Lancia used a unitary (all-in-one) chassis construction and independent
front suspension.
1922 The Austin Seven was produced.
1925 Dr D.E. Watson developed efficient magnets for vehicle use.
1927 Segrave broke the 200 mph barrier in a Sunbeam.
1927 The last Ford model T was produced.
1928 Cadillac introduced the synchromesh gearbox.
1928 The idea for a society of engineers specializing in the auto-electrical trade
was born in Huddersfield, Yorkshire, UK.
1929 The Lucas electric horn was introduced.
1930 Battery coil ignition begins to supersede magneto ignition.
1930 Magnet technologies are further improved.
1931 Smiths introduced the electric fuel gauge.
1931 The Vertex magneto was introduced.
1932 The Society of Automotive Electrical Engineers held its first meeting in the
Constitutional Club, Hammersmith, London, 21 October at 3.30 pm.
1934 Citroën pioneered front-wheel drive in their 7CV model.
1934 The two-brush dynamo and compensated voltage control unit was first
fitted.
1936 An electric speedometer was used that consisted of an AC generator and
voltmeter.
1936 Positive earth was introduced to prolong spark-plug life and reduce battery
corrosion.
1937 Coloured wires were used for the first time.
1938 Germany produced the Volkswagen Beetle.
1939 Automatic advance was fitted to ignition distributors.
1939 Car radios were banned in Britain for security reasons.
1939 Fuse boxes start to be fitted.
01_23854_CH01.indd 8 14/11/11 9:10 PM

Figure 1.8 Thrust SSC
1939 Tachograph recorders were first used in Germany.

1940 The DC speedometer was used, as were a synchronous rotor and trip meter.
1946 Radiomobile company formed.
1947 The transistor was invented.
1948 Jaguar launched the XK120 sports car and Michelin introduced a radial-ply
tyre.
1948 UK manufacturers start to use 12 V electrical system.
1950 Dunlop announced the disc brake.
1951 Buick and Chrysler introduced power steering.
1951 Development of petrol injection by Bosch.
1952 Rover’s gas-turbine car set a speed record of 243 kph.
1954 Bosch introduced fuel injection for cars.
1954 Flashing indicators were legalized.
1955 Citroën introduced a car with hydro-pneumatic suspension.
1955 Key starting becomes a standard feature.
1957 Wankel built his first rotary petrol engine.
1957 Asymmetrical headlamps were introduced.
1958 The first integrated circuit was developed.
1959 BMC (now Rover Cars) introduced the Mini.
1960 Alternators started to replace the dynamo.
1963 The electronic flasher unit was developed.
1965 Development work started on electronic control of anti-locking braking
system (ABS).
1965 Negative earth system reintroduced.
1966 California brought in legislation regarding air pollution by cars.
1966 In-car record players are not used with great success in Britain due to
inferior suspension and poor roads!
01_23854_CH01.indd 9 14/11/11 9:10 PM

1967 The Bosch Jetronic fuel injection system went into production.
1967 Electronic speedometer introduced.
1970 Gabelich drove a rocket-powered car, ‘Blue Flame’, to a new record speed
of 1001.473 kph.
1970 Alternators began to appear in British vehicles as the dynamo began its
demise.
1972 Dunlop introduced safety tyres, which seal themselves after a puncture.
1972 Lucas developed head-up instrumentation display.
1974 The first maintenance free breakerless electronic ignition was produced.
1976 Lambda oxygen sensors were produced.
1979 Barrett exceeded the speed of sound in the rocket-engined ‘Budweiser
Rocket’ (1190.377 kph).
1979 Bosch started series production of the Motronic fuel injection system.
1980 The first mass-produced car with four-wheel drive, the Audi Quattro, was
available.
1981 BMW introduced the on-board computer.
1981 Production of ABS for commercial vehicles started.
1983 Austin Rover introduced the Maestro, the first car with a talking dashboard.
1983 Richard Noble set an official speed record in the jet-engined ‘Thrust 2’ of
1019.4 kph.
1987 The solar-powered ‘Sunraycer’ travelled 3000 km.
1988 California’s emission controls aim for use of zero emission vehicles (ZEVs)
by 1998.
1989 The Mitsubishi Gallant was the first mass-produced car with four-wheel
steering.
1989 Alternators, approximately the size of early dynamos or even smaller,
produced in excess of 100 A.
1990 Fiat of Italy and Peugeot of France launched electric cars.
1990 Fibre-optic systems used in Mercedes vehicles.
1991 The European Parliament voted to adopt stringent control of car emissions.
1991 Gas discharge headlamps were in production.
1992 Japanese companies developed an imaging system that views the road
through a camera.
1993 A Japanese electric car reached a speed of 176 kph.
1993 Emission control regulations force even further development of engine
management systems.
1994 Head-up vision enhancement systems were developed as part of the
Prometheus project.
1995 Greenpeace designed an environmentally friendly car capable of doing
67–78 miles to the gallon (100 km per 3–3.5 litres).
1995 The first edition of Automobile Electrical and Electronic Systems was
published!
1996 Further legislation on control of emissions.
1997 GM developed a number of its LeSabres for an Automated Highway
System.
01_23854_CH01.indd 10 14/11/11 9:10 PM

Figure 1.9 Ford Mustang
1998 Thrust SSC broke the sound barrier. 1998 Blue vision headlights started to
be used.
1998 Mercedes ‘S’ class had 40 computers and over 100 motors.
1999 Mobile multimedia became an optional extra.
2000 Second edition of Automobile Electrical and Electronic Systems published!
2001 Global positioning systems start to become a popular optional extra.
2002 Full X-by-wire concept cars produced.
2003 Bosch celebrates 50 years of fuel injection.
2003 Ford develop the Hydrogen Internal Combustion Engine (H2ICE).
2004 Third edition of Automobile Electrical and Electronic Systems published!
2005 FreeScale Semiconductor paved the way for the autonomous car
by becoming the first company to offer both integrated and stand-alone
FlexRay(TM) controllers.
2006 More sensors such as yaw are integrated into a single control chip.
2007 Tesla Roadster EV first on sale.
2008 BMW’s safety and assistance telematics service, ConnectedDrive released
in the UK.
2009 Experimentation with car platooning by Volvo and others as part of the
SARTRE project.
2009 KERS first used in formula 1.
2010 Twin motor wipers go into production.
2011 This fourth edition of Automobile Electrical and Electronic Systems was
published!
2012 The semantic web changes automotive training systems…
2013 F1 uses light hybrid engines…
20-- And the story continues with you…
01_23854_CH01.indd 11 14/11/11 9:10 PM

1.2 Where next?

1.2.1 Current developments
Greater electronic control continues to be a key area of development on the
car. However, an emerging technology is the networked car and the endless
possibilities that this could bring – some good, some bad of course. Hybrid cars
are now mainstream and full EVs will not be far behind.
An area that I speculate may become more significant is the use of satellite
navigation systems for far more than getting you to a destination. One area
of research is looking at adapting the engine operating characteristics and
maximum speed – based on where the car is on the map. Scary!
The next three sections are reprints from the first three editions of this book
where I speculated, to the point of fantasy, where the automotive electrical
system would end up. Somewhat spookily many of the ideas I came up with are
now available.
Section 1.2.4 dares to speculate even further but it is not a very long story…
1.2.2 Auto-electrical systems in the next

millennium
(First published 1995)
Imagine what a vehicle will be like which is totally controlled by electronic
systems. Imagine a vehicle with total on board diagnostic systems to pin-point
any fault and the repairs required. Imagine a vehicle controlled by a 64 bit
computer system with almost limitless memory. Imagine a vehicle with artificial
intelligence to take all the operating decisions for you which also learns what
you like and where you are likely to go. Finally imagine all of the above ideas
combined with an automatic guidance system which works from cables laid
under the road surface. Imagine what it would be like when it really went wrong!
However, picture this: Monday morning 15 January 2020, 08:00 hours. You are
due at work by 09:00 which is just enough time to get there even though it is only
fifteen miles away (the fourteen lane M25 soon filled to capacity), but at least
access to the wire guided lane helps.
A shiver of cold as you walk from the door of your house through the layer of
snow makes you glad you paid the extra for the XYZ version of the ‘car’. As you
would expect the windows of the car are already defrosted and as you touch the
thumb print recognition padd and the door opens slowly a comforting waft of
warm air hits you. It is still a little difficult to realise that the car anticipated that
you would need it this morning and warmed the interior ready for your arrival.
Once the door is closed and the seat belts lift ready for you to snap into place
a message appears on the windscreen. ‘Good morning Tom’, you find that a
little irritating as usual, ‘All systems are fully operational except the rear collision
avoidance radar’ (again). ‘I have taken the liberty of switching to a first line
back-up system and have made a booking with the workshop computer via the
radio modem link.’ You can’t help but feel some control has been lost, but still it’s
one less thing for you to worry about. ‘Shall we begin the journey, I have laid in
a course for your work, is this correct?’ Being able to speak to your car was odd
at first but one soon gets used to these things. ‘Yes’, you say, and the journey
begins.
01_23854_CH01.indd 12 14/11/11 9:11 PM

It is always comforting to know that the tyre pressures and treads automatically
adjust to the road and weather conditions. Even the suspension and steering
is fine tuned. The temperature as usual is now just right, without you even
having to touch a control. This is because the temperature and climate control
system soon learned that you prefer to feel very warm when you first sit in the
car but like to cool the temperature down as the journey progresses. A small
adjustment to the humidity would seem to be in order so you tell the car. ‘I will
ensure I remember the change in future’, appears on the screen.
Part way in to the journey the car slows down and takes a turning not part of
your usual route to work. The car decides to override the block you placed on
audio communication, as it knows you will be wondering what happened. ‘Sorry
about the change of route Tom but the road report transmission suggested this
way would be quicker due to snow clearing.’ ‘We will still be at work on time.’
The rest of the journey is uneventful and as usual you spend time working on
some papers but can’t resist seeing if you can hear when the diesel engine takes
over from the electric. It’s very difficult though because the active noise reduction
is so good these days.
The car arrives at your place of work and parks in its usual place. For a change
you remember to take the control unit with you so the car doesn’t have to remind
you again. It’s very good really though, as the car will not work without it and
you can use it to tell the car when you need it next and so on. The car can also
contact you if for example unauthorised entry is attempted.
Finally one touch on the outside control padd and the doors close and lock
setting the alarm system at the same time.
While you are at work the car runs its fifth full diagnostic check of the day and Key fact
finds no further faults. The sodium batteries need topping up so the car sets a The car now drops into standby
magnetic induction link with the underground transformer and the batteries are mode after having set the time to
soon fully charged. start preparing for your journey home
which it has learnt has an 85%
The car now drops into standby mode after having set the time to start preparing probability of being via the local pub...
for your journey home which it has learnt has an 85% probability of being via the
local pub...
1.2.3 Automobile systems in the next millennium –

‘The modern driver’
The best thing about wire guided car systems is that you can still take control
from time to time! I often do some work as my car is taking me on a journey,
which is good. Today though – is a day off.
‘Please enter details of your journey,’ said the car in its uncannily human voice.
The voice can be adjusted, but it’s even worse when it sounds like Professor
Stephen Hawking. ‘I’m going to drive for a change’ I told it, but as usual it
persisted, ‘Would you like me to plan the best route?’ ‘No!’ I said, ‘not today.’
‘All diagnostic routines have been run during the night and no faults found,’ it
continued. At this point I told it quite succinctly, not to speak again unless in an
emergency. After accessing its ‘colloquial database’, it appeared to understand –
and stopped talking!
Today I wanted to really drive. Pulling out of the garage I set off towards my
favourite test track. It was the proactive suspension that I wanted to put through
its paces. As well as the obvious surface scanning lasers, the new system
01_23854_CH01.indd 13 14/11/11 9:11 PM

uses magnetoelastic springs. This system could, in theory, not only change the
suspension stiffness on each wheel instantly, it could also change the damping
characteristics. We will see!
As usual I tried to feel when the electric motor cut out and the turbine cut in, but
as usual, I couldn’t. The high performance electromechanical torque storage
system made sure of that.
Passing other cars on the road reminded me of my first time driving with a joystick
instead of a steering wheel, it was weird, too much like a three-dimensional
computer simulation. However, now I am used to it I don’t think I could go back!
I was about half way to the test track, according to the guidance system, when
the unthinkable happened - the car stopped. ‘What’s going on’ I demanded, and,
as the car had interpreted this event as an emergency, it answered, ‘An unknown
system error has occurred, please wait for further details.’ I explained that it
should proceed with all haste. Again the ‘colloquial database’ must have been
useful because it said ‘Accessing at maximum speed, please be patient.’
Three minutes later the system stated up again like nothing had happened. ‘All
systems fully functional using first line backups’ the car announced, with what
could only be described as a little pride in its artificial voice. ‘What was wrong?’
I asked, which seemed like a reasonable question at the time. ‘A comparative
run time error occurred in the second parallel processor line due to an incorrect
digital signal response from the main sensor area network data bus responsible
for critical system monitoring,’ the car replied. ‘You mean a wire fell off’ I said.
‘Yes’ it admitted after consulting its ‘concise lexicographical response database’.
I think it’s about time somebody invented a system that could bypass faults to
repair itself, without having to stop the car. That three minutes could have been
important!
At last I reached the test track and switched the car into full sports mode.
‘All vehicle control systems adjusted to optimum settings for test track seven,’
the car told me. Test track seven is great for putting the car through its paces.
It has banked corners, ‘S’ bends, cobbled surface sections and even a water
splash. There were only a few other drivers on the track so today was going to
be the day.
I pulled out on to the track and floored the pedal. The car took off like crazy with
the traction control allowing just enough wheel spin to gain maximum possible
acceleration. The active steering felt great on the first corner; I could feel it
fighting the tendency to oversteer by adjusting the four-wheel steering as well
as diverting drive from one wheel to another. Plunging into the water trap at
full speed nearly fooled the steering – but not quite. The wipers even switched
on just before the water hit the screen. As I accelerated out of the ‘S’ bends
another car pulled out of a side lane right in front of me – I noticed just in time.
I hit the brakes as hard as I could and the ABS stopped me in plenty of time.
Off I went again, this time on to the cobbled section although it didn’t feel any
different to the rest of the smooth track. I was just about to tell the car to check
its magnetoelastic suspension system, when I realised that it must have been
working! Just as I was about to finish my first lap, the head up display flashed
‘Automatic Overtake?’ in front of me. ‘Go for it!’ I shouted and the car overtook
Key fact the one in front like it was standing still. This was a great day for driving.
I couldn’t wait to tell my friends On the way home, as usual, the car had predicted that I would be going via the
what real driving was all about. local pub and had set a route accordingly. I parked the car, well it parked itself
really, in the inductive recharge slot, and I went in for a well-earned drink.
I couldn’t wait to tell my friends what real driving was all about.
01_23854_CH01.indd 14 14/11/11 9:11 PM

1.2.4 An eye on the future

Evidently, my new car, which is due to arrive later today, has a digital camera that
will watch my eyes. Something to do with stopping me from falling asleep I think.
However, unless it pokes me in the eye with a sharp stick, it has its work cut out!
Anyway, it seems like a pointless system in a car that drives itself most of the
time. I can’t wait for my new car to arrive.
The thing is I intend to spend as much time sleeping in my car as possible, well,
when travelling long distances anyway. The whole point of paying the extra
money for the ‘Professional’ instead of the ‘Home’ edition of the onboard soft-
ware was so I could sleep or at least work on long journeys. The fully integrated
satellite broadband connection impressed me too. The global positioning system
is supposed to be so accurate you can even use it for parking in a tight spot. Not
that you need it to, because the auto park and recharge was good even on my
old car. The data transfer rate, up to or down from the satellite, is blistering –
or so the 3D sales brochure said anyway. This means I will be able to watch
the latest HoloVids when travelling if I’m not working or sleeping. It will even
be useful for getting data to help with my work as a writer. Thing is though, the
maximum size of most Macrosoft HoloWord documents is only about 4Tb. A
Terabyte is only a million Megabytes so I won’t be using even half of the available
bandwidth. I hope my new car arrives soon.
I still like my existing car but it has broken down on a number of occasions.
In my opinion three breakdowns in two years is not acceptable. And, on the
third occasion, it took the car almost four and a half minutes to fix itself. I have
come to expect a better level of service than that. I do hope however, that the
magnetic gas suspension is as good as the MagnetoElastic system that I have
become used to.
It took me a long time to decide whether to go for the hybrid engine or to go fully
electric. I decided in the end that as the range of the batteries was now over two
hundred miles, it would be worth the chance. After all, the tax breaks for a zero
emission car are considerable.
I will still take my new car down to the test track because it is so much fun
but this time I have really gone for comfort rather than performance. Still a 0
to 60 time of six seconds is not bad for a big comfortable, electric powered
family car. The gadget I am going to enjoy most is the intelligent seat adjustment
system. Naturally, the system will remember and adjust to previous settings when
I unlock the car (and it recognises me of course). However, the new system even
senses tension or changes in your body as you sit down and makes appropriate
adjustments to the seat. Subtle temperature changes and massage all take place
without you even saying anything. I can’t wait much longer. Why isn’t the car
here yet?
My previous voice control system was good but a bit slow at times. It had to
use its colloquial database every time I got mad with it and its built in intelligence
was a bit limited. The new system is supposed to be so smart that it even knows
when to argue with the driver. This will be useful for when I decide to override the
guidance system, as I have done a number of occasions, and ended up getting
lost every time. Well not really lost because when I let the car take over again,
we got back on the route within ten minutes, but you know what I mean.
I’m also looking forward to using the computer enhanced vision system. Not that
I will need to see where I’m going most of the time but it will be fun being able to
01_23854_CH01.indd 15 14/11/11 9:11 PM

look into other people’s cars when they think I can’t see. I wonder how well the
recording facility works.
Having a multi-flavour drinks dispenser will be nice but unfortunately, it doesn’t
fill itself up so if it runs out between services I will have to learn how to fill the
water tank. I hope that improves for the next model.
Servicing the new car is going to be much easier. Evidently, all you have to do
is take the car to the local service centre (or send it on its own) and they change
the complete powertrain system for a new one. Apparently, it is cheaper to
import new fully integrated powertrain and chassis systems from overseas than it
is for our technicians to repair or service the old ones! I expect it will take over an
hour for this though so I will probably send the car during the night or when I am
working at home. Surely the car should be here by now.
The most radical design aspect of my new car, if it ever arrives, is the ability
to switch off every single driving aid and do it yourself! I can’t wait to try this.
However, I am led to believe that the insurance cover is void if you use the car on
the ‘Wired-Roads’ (wi-ro for short). Evidently, the chance of having an accident
increases a thousand fold when people start driving themselves. Still I’m going
to try it at some point! Problem is over ninety eight percent of the roads are wi-ro
now so I will have to take care. The few that aren’t wi-ro have been taken over
by that group of do-gooders the ‘Friends of the Classic Car’. You know those
people who still like to drive things like the ancient Mondeo or Escort. To be safe
I will just use one of the test tracks. It’s here, my new car it’s here!
It was a bit weird watching it turn up in my garage with no driver but everything
looks just fine. It was also a bit sad seeing my old car being towed away by the
Recovery Drone but at least the data transfer to the new one went off without a
problem. You know, I will miss my old car. Hey, is that an unlisted feature of my
new car? I must check the ReadMe.HoloTxt file.
As I jumped in the car, the seat moved and it felt like it was adjusting itself to
my inner soul – it was even better than I had hoped, it was just so comfortable.
‘Welcome sir,’ said the car, and it made me jump as it always does the first
time! ‘Hello’ I replied after a moment, ‘oh and please call me Tom.’ No problem,’
it answered without any noticeable delay. ‘Would you like to go for a test drive
Tom?’ it asked after a short but carefully calculated delay. I liked its attitude so
I said, ‘Yes, let’s go and see the boys down at the test track.’ ‘Would that be
track five as usual Tom?’ it continued. ‘Yes!’ I answered, a bit sharper than I had
intended to, well, for this early in our relationship anyway. ‘If you prefer, I will
deactivate my intelligence subroutines or adjust them – you don’t need to get
cross with me!’ ‘I’m not cross,’ I told it crossly, and then realised I was arguing
with my car! ‘Just take me to track five,’ I told it firmly.
On the way, it was just so smooth and comfortable that I almost fell asleep. Still
we got there, me and my new friend the car, in less than half an hour so that was
good. This was it then, I uncovered the master driving aid control switch, keyed
in my PIN and told it to deactivate all assistance systems, engage the steering
stick and then leave it to me. I like my new car!
I set off round the track, slowly at first, because it felt so strange but it was just
Safety first fantastic to be able to control the car myself. It was even possible to steer as well
Do not poke sharp sticks in your as speed up and slow down. Fantastic, yawn, awesome… However, I still, yawn,
eyes! stretch, can’t figure out why the car has cameras watching my eyes. I mean,
yawn, I’ve only been driving for a few minutes and, yawn, I’m not sleepy at…
Ouch! What was that? It felt like a sharp stick.
01_23854_CH01.indd 16 14/11/11 9:11 PM

1.2.5 The death of the car – Energise?

Most of the time now I don’t go to work; this is not because I don’t have a car
anymore, but because I don’t really need to travel. Anything I can do at work I
can do at home because of the ‘uber-fast’ Internet connection that allows full 3D
conferencing and access to all the data in the world via the semantic web.
Of course when I do need a car I just call one up and it delivers itself within 10
or 15 minutes and, when I tell it my destination, off I go under full GPS guided
control.
Mind you, when the new point-to-point particle transporter (PTPPT) system is
finished even the GPS car will not be needed.
However, I am glad I kept my old BMW 5 series M-Sport to play in at the week-
ends; it only has something like ten ECUs, three communication networks, GPRS
Definition
connected systems, central ISO electronic control and throttle by wire so it is PTPPT: Point-to-point particle
pretty easy to repair. transporter.
Ah, those were the days…
Figure 1.11 Sony concept vehicle

interior (Source: Visteon)
Figure 1.10 Robert Bosch built his first magneto ignition device in 1887 for a mechanical
engineer. The ignition unit, used in a stationary petrol/gasoline engine, aroused Robert Bosch’s
technical curiosity
01_23854_CH01.indd 17 14/11/11 9:11 PM

00_23854_FM.indd ii 15/11/11 12:46 PM

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Automobile

00_23854_FM.indd i 15/11/11 12:46 PM

00_23854_FM.indd ii 15/11/11 12:46 PM

Tom Denton BA FIMI MSAE

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Simultaneously published in the USA and Canada

Routledge is an imprint of the Taylor & Francis Group, an informa business

© 1995, 2000, 2004, 2012 Tom Denton

First edition published 1995 by Arnold, a member of Hodder Headline plc.

British Library Cataloguing in Publication Data

Library of Congress Cataloging in Publication Data

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Chapter 1 Development of the automobile electrical system 1

Chapter 2 Electrical and electronic principles 19

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2.7.10 Hot wire air flow sensor 69

Chapter 3 Tools and equipment 87

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3.3.5 Bosch KTS diagnostic equipment 99

Chapter 4 Electrical systems and circuits 113

4.4.4 MOST applications 146

Chapter 5 Batteries 177

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5.3.3 Servicing batteries 185

Chapter 6 Charging 203

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6.4.3 Engine performance 223

Chapter 7 Starting 231

Chapter 8 Ignition 255

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8.2 Electronic ignition 260

Chapter 9 Fuel control 287

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9.1.5 Pre-ignition 291

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Chapter 10 Engine management 345

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10.5.7 Hot chipping 391

Chapter 11 Lighting 397

Chapter 12 Auxiliaries 427

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12.1.4 Wiper motors 430

Chapter 13 Instrumentation 447

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13.3.4 Data input and output 467

Chapter 14 Heating ventilation and air conditioning 481

Chapter 15 Chassis electrical 503

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15.1.5 Anti-lock brake system control 509

Chapter 16 Comfort and safety 543

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16.3.2 System description 553

Chapter 17 Alternative fuel, hybrid and electric vehicles 591

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17.2 Electric vehicles (EVs) 596

Chapter 18 Learning activities 653

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18.2.11 Lighting 670