Application Note for HITFET+

Application Note for HITFET+
Smart Low-Side Power Switch
Application Note
Rev.1.0 2015-01-12
Automotive Power
Application Note for HITFET+
Table of Contents
1
Abstract . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2
2.1
2.1.1
2.1.2
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Why Low Side Switches? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Better Driving Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Robust Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3
3.1
3.1.1
3.1.2
3.1.3
3.1.4
3.1.4.1
3.1.4.2
3.1.5
3.1.5.1
3.1.5.2
3.1.6
3.1.7
3.1.8
3.2
3.2.1
3.2.2
3.3
3.4
3.4.1
3.4.2
3.4.3
Automotive Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Battery Voltage Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Alternator Control Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Alternator Ripple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Start-Stop Application. Regenerative Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Low Battery Voltage Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Discharged Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
High Battery Voltage Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Jump Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Load Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Reverse Polarity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Loss of Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Specification for Battery Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Ambient Module Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Internal Module Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Lifetime . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Running Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Stand-by Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Number of Ignitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4
4.1
4.2
4.3
4.4
4.5
Type Of Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Module Un-powered During Stand-by . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Module Supplied During Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Left/Right Front/Rear Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Secondary Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Ground Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
5
5.1
5.1.1
5.1.2
5.2
5.2.1
5.2.2
5.3
5.3.1
5.3.2
5.4
Load And Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Heating Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Inrush Behavior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Pulse Width Modulation (PWM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Light Emitting Diode (LED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Standard LED Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Advanced LED Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Inductive Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Demagnetization Energy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Freewheeling Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Number of Activations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Application Note
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5.5
5.5.1
5.5.2
Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
The Wire as a Parasitic Electrical Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Maximum Current in a Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6
6.1
6.2
6.3
6.4
6.4.1
6.5
6.5.1
6.5.2
6.5.2.1
6.5.2.2
6.6
6.6.1
6.7
6.8
Power Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Power Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Slew Rate Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Power Losses Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
General Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Switch Behavior with PWM Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
PWM Limitations due to Switching Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
PWM Limitations due to Power Losses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
PWM to Control Load Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
PWM to Control Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Thermal Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Maximum Junction Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Reverse/Inverse Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Output Clamping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
7
7.1
7.2
7.2.1
7.3
7.3.1
7.3.2
7.4
7.5
Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Over Voltage Clamping on OUT pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Thermal Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Maximum Temperature Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Overcurrent Protection (BTF devices only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Overload Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Short Circuit to Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Undervoltage Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Load Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
8
8.1
Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
SRP Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
9
9.1
9.2
9.3
9.4
9.5
9.6
Device Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
GND Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
SRP Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Input Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Supply Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Threshold Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Thermal Performance of Package . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
10
10.1
10.2
10.3
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Power Loss Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Demagnetization Energy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
PWM Duty Cycle Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
11
Revision History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
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Abstract
1
Abstract
Note: The following information is given as a hint for the implementation of the device only and should not
be regarded as a description or warranty of a certain functionality, condition or quality of the device.
This Application Note is intended to provide useful information about HITFET+ smart low-side power switches
in the automotive environment as well as industrial. Starting from a design perspective, the Application Note
describes the application requirements and concludes at the device level.
Table 1
Terms in Use
Abbreviation
Meaning
HSS
High Side Switch
LSS
Low Side Switch
RDS
Varying Resistance between Drain and Source during ON state
RDS(ON)
Least Value of RDS as defined in the data sheet for the device.
VBAT
Voltage Measured at the Battery terminals
VIN
Input voltage to the device, measured at the input (IN) pin of the device
VDD
Supply voltage for the device, measured at the VDD
AWG
American Wire Gauge
DMOS
Double diffused MOS
ESD
Electrostatic Discharge
EMC
Electro Magnetic Compatibility
ECU
Electronic Control Unit
GND
Ground
IN
Input
OEM
Original Equipment Manufacturer. In this document, car maker.
PWM
Pulse Width Modulation
PLAMP
Lamp Power, expressed in watts
TA
Ambient temperature
TJ
Junction Temperature
TC
Case Temperature or temperature of the solder
VPWM
Root Mean Square Voltage across the load during PWM
Tier1
Supplier of the ECU to the OEM
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Introduction
2
Introduction
The following chapter introduces the general advantages of a low side switch over other switching
configurations and gives a short introduction to the Infineon HITFET+ Family.
2.1
Why Low Side Switches?
In an automotive system, a single electrical supply VBAT potential is available. Five possible solutions exist
(refer to Figure 1) to switch electrical loads ON and OFF. The automotive engineering community defines low
side switches as switches that sink/commute the load current.
VBAT
VBAT
LOW SIDE
HIGH SIDE
VBAT
VBAT
PUSH PULL
HALF BRIDGE
H BRIDGE
VBAT
VBAT
SERIAL
commutation possibility of a load .vsd
Figure 1
Commutation Possibilities of a Load
Low side switches are found in a wide range of applications worldwide, including automotive applications.
The main reasons for their popularity are provided below:
2.1.1
Better Driving Capability
Unlike a high side switch which has to pull up the Output Voltage to around VBAT with an even higher gate
voltage, a low side switch drops down the Output Voltage to almost ground level. for this, the gate voltage of
a low side switch requires to increase only up to the VBAT. This avoids the need of a charge pump, needed by
the high side switches. The following figure provides a comparison of the gate voltages required to drive a high
side switch vs. a low side switch.
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Introduction
VGATE
Gate‐Source voltage
VBAT
VBAT
VDS
VGATE
VOUT
VDS
HIGH SIDE SWITCHING
Figure 2
VOUT
LOW SIDE SWITCHING
Driving Capability Comparison
A low side switch does not require a specialized driver thus making it less sensitive to noise in comparison to
the High Side device.
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Introduction
2.1.2
Robust Ground
Because of the way the Low Side is connected, it only has a single ground. This makes it more robust because
the risk of stray currents caused by ground shifts is eliminated. See Figure 3.
VBAT
High-side
configuration
Battery
ECU
HSS
OUT
Distributed Ground
risk
Low-side
configuration
VBAT
Battery
ECU
LSS
OUT
Short circuit.vsd
Figure 3
Ground Connection Difference Between HSS and LSS
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Automotive Environment
3
Automotive Environment
3.1
Battery Voltage Supply
Only one supply potential, (VBAT) is available in the vehicle. This supply comes from the battery when the
engine is off and from the alternator when the engine is running. Figure 4 shows the typical supply topology.
The battery voltage is typically 12.6V (engine off) and 13.5V when the engine is running although this figure is
different for different OEMs. These values can vary in different phases of the mission profile. For simplicity,
VBAT will be used for both the real battery voltage and VALT, the alternator voltage (engine running).
VBAT
Relay and
Fuse box
ECU
VS30L
CL30 Left
VS30R
V S15L
CL30 Right
CL15 Left
CL15 Right
Battery
VS15R
V S58d
CL58
Alternator
GND
GND
Supply chain .vsd
Figure 4
Typical Supply Chain in a Vehicle
Application Note
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Automotive Environment
3.1.1
Alternator Control Loop
The alternator provides current as soon as the engine reaches idle (typically 800RPM). If there is no diode or
battery to limit the voltage, an alternator can provide a transient voltage of greater than 100V in load dump
condition. The current the alternator can provide is typically between 55A and 200A. This value is mainly
dependent on the engine RPM and engine cooling. The alternator current rating is defined by the total vehicle
load. The control voltage is specified as a function of the alternator temperature (TALT). The voltage usually
decreases with temperature so that the maximum battery voltage is reached when TALT is -40°C. Refer to
Figure 5.
16,5
Regulation Voltage (V)
16
15,5
15
14,5
14
13,5
13
-40
-10
20
50
80
Alternator temperature (°C)
Figure 5
Alternator Control Voltage Function of Temperature
3.1.2
Alternator Ripple
110
140
alternator regulation loop .vsd
The more the alternator is loaded and providing its maximum possible current, the more ripple on the supply
line cab be observed. VBAT looks similar to Figure 6. The frequency fAR and the voltage swing depends on the
engine’s RPM chosen by the OEM. As an umbrella specification, the following figures may be used: VAR = 3V
peak to peak, fAR = [1kHz; 20kHz].
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Automotive Environment
17,0
f AR
16,5
16,0
Alternator Voltage (V)
15,5
15,0
VAR
14,5
14,0
13,5
13,0
12,5
12,0
0
250
500
750
1000
Time (µs)
1250
Figure 6
Typical Alternator Ripple Voltage as a Function of Time
3.1.3
Start-Stop Application. Regenerative Braking
1500
1750
alternator ripple .vsd
The alternator can be a starter-alternator and it can also be used for regenerative braking. Each time the car
is stationary, the engine is stopped. Engine restart strategies vary between OEMs, however the most common
method for automatic cars is when the driver releases the brake pedal and for cars with manual transmission
is when the driver shifts into the first gear. This restart will be called in the document “hot ignition”, in contrary
to “cold ignition” when the car driver turns the ignition key.
A significant increase in "hot ignition" starts needs to be considered. A typical value is 30 "hot ignition" starts
per "cold ignition" start (i_cold=30*i_hot). Since the ignition phase consumes a great deal of power (200A for
hot ignition, 1000A for cold ignition), it is necessary to recharge the battery quickly. This can be achieved by
increasing VBAT artificially; typically to 18V. An increase in VBAT results in an increase in electrical power that
also increases the engine’s resistive torque and, consequently, the fuel consumption. This consequence is not
acceptable except during braking when kinetic energy is converted into electrical energy.
During acceleration, the resistive alternator torque can be too high and the alternator can be turned OFF
during strong acceleration. Figure 7 shows the shape of the battery supply voltage, assuming a starteralternator with regenerative braking.
As an example, a 14.5V controlled alternator providing 70A DC current corresponds to 1kW electrical power.
Assuming 30% efficiency, the mechanical energy required to provide this 1kW of electrical power is 3.2kW or
4 horse power (hp). Taking a standard 100hp engine, the driven alternator can offer up to 5% of power
increase.
Application Note
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Automotive Environment
Car speed
t
VBAT
18V
14.5V
12V
t
driven alternator .vsd
Figure 7
Battery Voltage as a Function of Car Speed
Application Note
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Automotive Environment
3.1.4
Low Battery Voltage Supply
Low voltage supply phases can be either due to a weak battery (discharged) or during engine cranking. The
weak battery is a permanent state (from a semiconductor perspective) while cranking is a transient
phenomenon.
3.1.4.1
Discharged Battery
A discharged battery is usually due to parasitic leakage current in the vehicle when it has been parked for long
periods of time. The minimum battery voltage at which the car can still start is OEM dependent. This voltage
is considered as the minimum nominal voltage. Typically, this is 8V.
3.1.4.2
Engine Ignition
The voltage during the ignition phase is complex to describe and the values are very dependent on the vehicle
OEM as well as the type of engine. All OEMs specify different ignition voltage pulses VCRK_MIN between 3 and 5.5V
(refer to Figure 8). VCRK_OSC is usually 7V and oscillations range from a couple of Hertz to 800Hz (800RPM).
VBAT_STD is the battery voltage during the engine stand-by phase and is usually 12.6V. VBAT_RUN is the battery
voltage when the engine is running and is usually 14.5V. For simplicity the red curve is used with VCRK_MIN = 3 to
5.5V, typically 4.5V. tCRK = 65ms, tLAUNCH = 10s and VCRK_LAUNCH = 5.5 to 8V.
VBAT
VBAT_RUN
VBAT_STD
VCRK_OSC
VCRK_LAUNCH
VCRK_MIN
t CRK
t LAUNCH
t
Cranking pulse .vsd
Figure 8
Ignition Pulse
3.1.5
High Battery Voltage Supply
A high battery voltage can occur due to different conditions such as jump start, load dump, faulty alternator
control and high alternator ripple capabilities.
Application Note
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Automotive Environment
3.1.5.1
Jump Start
A jump start for a car (12V) is a situation where a truck battery (24V) is bypassing the battery to start the engine.
The voltage and the time of the jump start is OEM dependent. A worst case is 28V for 2minutes. For trucks, a
jump start occurs when a special electrical device connected to a power outlet supplies 48V to the truck
battery for several minutes.
3.1.5.2
Load Dump
Load dump occurs when the battery terminal is suddenly disconnected while the alternator is providing
current. The battery is essentially a capacitor and hence stabilizes the system. Load dump can also occur
when switching off high current loads. Refer to Figure 9.
VBAT
ECU
Vd
Battery
Alternator
Vloaddump
Id
GND
VAZ(DIODE)
Load dump
configuration .vsd
Figure 9
Load Dump Configuration
When the battery is disconnected, the system becomes unstable and the voltage rises until the alternator low
side diodes reach avalanche, limiting the voltage to Vloaddump. Some OEMs replace the diodes with Zener
diodes. The advantage Zener diodes provide is to reduce the load dump (avalanche) voltage to the Zener
voltage. Vloaddump and tloaddump are specified by the OEM. After a delay, (tloaddump), the alternator takes back
control and the voltage decreases. Infineon considers Vloaddump = 40V for tloaddump = 400ms typical. After the
load dump event, a high ripple voltage is observed on the battery line while the battery remains disconnected.
Infineon considers VALT_MAX = 18V and VALT_MIN = 12V typical. The oscillation frequency is considered to be
between 1kHz and 20kHz and can last to 10 hours long. Refer to Figure 10.
Application Note
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Automotive Environment
VBAT
Vloaddump
VALT_MAX
VBAT_RUN
VALT_MIN
Figure 10
tloaddump
Load dump pulse .vsd
t
Load Dump Pulse
Application Note
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Automotive Environment
3.1.6
Reverse Polarity
A Reverse polarity condition exists when the battery supply line VBAT is connected to ground and the ground
line GND to the battery supply. Reverse polarity mainly occurs for two reasons. During module handling and
installation, where some unnatural movements can be assumed, or when the vehicle has a low battery and
the driver connects jumper cables incorrectly from an external battery (Start help), reverse polarity can result.
The voltage and time for which the vehicle can withstand this reverse polarity is defined by the OEM. Infineon
considers -16V for 2mn at ambient temperature +25°C typical. Some loads such as a lamp or a resistor can
tolerate current flowing in the reverse direction whilst others cannot (e.g. motors, polarized capacitors, etc.).
3.1.7
Loss of Battery
In an architecture with a switched supply line like a CL15, a loss of battery is normal. In a shared-fuse
architecture, the loss of the supply line should not result in a module failure when the fuse blows due to a short
circuit somewhere else.
3.1.8
Specification for Battery Voltage
To sum up the above discussion, refer to Figure 11.
Reverse
battery
OFF
Cranking
0V
3...5.5V
-16V
65ms
2mn 120khours
25°C [-40°C;150°C] -40°C
Nominal battery voltage
8V
10k hours
[-40°C;150°C]
Jump start
18V
10khours
[-40°C;150°C]
Load dump
28V
2mn
25°C
40V
400ms
25°C
Battery voltage range .vsd
Figure 11
Infineon Specification for Battery Voltage
Application Note
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Automotive Environment
3.2
Temperature
The ambient temperature TA range in an automotive application is one of the harshest found in electronics.
Only space and aeronautical activities can be more challenging. As the minimum temperature is universally
agreed to be -40°C, the maximum temperature varies according to application, OEM, tier 1, module housing,
etc. Infineon considers TA_MAX = +85°C for cockpit applications and TA_MAX = +105°C for under hood application
typical.
3.2.1
Ambient Module Temperature
Ambient module temperature follows the seasons as shown in Figure 12. Ambient module temperatures are
cold in winter, hot in summer. While -40°C is considered to be the minimum temperature to start the car in
winter, it is not valid for every engine start in winter as the system heats up during driving. The same logic can
be applied to the hot season. It is possible to assume +85°C or +105°C for example, as the maximum ambient
temperature (car parked in summer) at start up, but it is incorrect to assume that TA_MAX = +85°C is a
permanent condition during summer. In other words, -40°C and +85°C are considered as starting points, but
not as permanent conditions. Infineon considers an ambient temperature profile shown in Figure 13 typical.
TA
TA_ MAX
TA_typical
TA_MIN
January
March
June
September
December
time
temperature over one year .vsd
Figure 12
Suggested Ambient Module Temperature Over One Year (North Hemisphere)
Temperature
distribution
-40°C
TA typical
TA MAX
TA
temperature repartition .vsd
Figure 13
Suggested Temperature Distribution Over Car Lifetime
Application Note
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Automotive Environment
3.2.2
Internal Module Temperature
The devices on the PCB are subject to the heat radiated by neighboring devices. Of course, the heat generated
depends on the module’s design. Typically, it is considered the temperature of a module increases by +15°C
during operation.
3.3
Ground
As described in Chapter 4.5, a ground shift VSHIFT can exist between the module ground and device ground.
Loss of ground should also be a consideration in module design. There are two possible failures, loss of device
ground and loss of module ground. As a device supplier, Infineon assumes any loss of ground to be loss of
device ground unless explicitly indicated.
VBAT
ECU
VS
Voltage
regulator
Micro
controller
GND
LSS
LOSS OF DEVICE
GROUND
LOSS OF MODULE
GROUND
Figure 14
Loss of Module or Device Ground
3.4
Lifetime
The life time of a car/module/device is assumed to be 15 years or 131.400 hours.
3.4.1
Running Time
Running time is an accumulation of time over which the module is in operation (micro controller active, load
activated or ready to be activated) is assumed to be 10.000hours. (~2hours per day for 15 years).
3.4.2
Stand-by Time
Stand-by time corresponds to the remaining time over 15 years where the module is not in operation. With the
above assumptions, this is 121.400hours.
Application Note
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Automotive Environment
3.4.3
Number of Ignitions
The number of ignitions cycles is determined by the strategy of the car OEM. As an umbrella specification,
Infineon consider 100 000 cold ignitions over the car life time. This leads to almost ~20 (18.6) ignitions per day.
This number does not include the additional start and stop cycles due to start-stop systems implemented in
some architectures. Several OEMs require the number of start-stop cycles to be at one million.
Application Note
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Type Of Supply
4
Type Of Supply
4.1
Module Un-powered During Stand-by
Figure 15 shows a typical application where the ECUs are de-powered when the vehicle is parked with the
engine off. This type of battery supply is commonly called KL15 (e.g. in Germany).
KL15
relay
Relay driver
KL15
ECU1
KL15
ECU2
KL15
ECU n
KL15
Battery
Energy Distribution
ECU m
KL15 topology.vsd
Figure 15
Clamp 15 Application
4.2
Module Supplied During Standby
Figure 16 shows a typical application where the ECUs remain powered with the engine off. This type of
battery supply is commonly called KL30 (e.g. in Germany).
Application Note
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Type Of Supply
Energy Distribution
KL30
ECU1
KL30
ECU2
KL30
ECU n
KL30
Battery
ECU m
KL30 topology.vsd
Figure 16
Clamp 30 Application
4.3
Left/Right Front/Rear Separation
For safety reasons, supply redundancy is often necessary. Redundancy of the supply is often based on the
separation of the left and right side of the vehicle. This is where one battery line supplies all loads on the left
side of the vehicle and another line supplies all loads on the right side. The same redundancy can be found
with front and rear separation. Adding to this the KL15 and KL30 concepts, a complex ECU can be supplied by
up to 8 different supply lines. Figure 17 shows such a supply architecture.
Application Note
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Type Of Supply
ECU
Supply with
front battery
feed
ECU
Supply with all
battery feed
ENERGY DISTRIBUTION BOX
CL 15L_F
CL 15R_F
CL 30L_F
CL 30R_F
CL 30L_R
CL 30R_R
CL 15L_R
CL 15R_R
Battery
ECU with
single battery
feed.
OFF in park
mode.
ECU with
dual battery
feed.
ECU with all
battery feed,
unsupplied in
park mode.
Left Right Front Rear.vsd
Figure 17
Complex and Mixed Supply Line Architecture
4.4
Secondary Supply
Some modules also provide a secondary supply to sub-systems. This architecture is common in door modules
and climate systems which can be supplied by a dedicated battery feed switched from the master door or
climate ECU. Typical example is the KL58 supply line used to supply the dashboard.
Application Note
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Type Of Supply
4.5
Ground Line
The ground (GND) in a car is provided by the chassis. Therefore, GND is present everywhere and access to GND
is always available. In most cases, there is at least one GND pin per module connector. This GND pin is
connected to the chassis by a wire. Figure 18 shows different ways to implement a GND connection. On the
left hand side is the cheapest method. The most expensive but safest and recommended method is shown on
the right hand side. Figure 19 shows a picture of a GND connection realized on vehicle.
ECU
ECU
ECU
ECU
Ground line .vsd
Figure 18
Ground Line Concept
One consequence of this architecture can be that some modules don't have the same 0V (GND) reference. For
example, a high current application such as power steering, starter motor or alternator doesn't have the same
0V reference as the rest of the vehicle. This can also be the case for applications where the connecting cable
to GND is long or thin, causing a noticeable impedance. This ground shift voltage can be either positive or
negative. Infineon recommends ISO11898-3 (Low Speed CAN network ISO norm) as an umbrella specification.
This standard specifies a ±1.5V between ECU GND and chassis GND.
Figure 19
Ground Line Example
As already explained in Figure 3, low side switches tend to have a more robust ground and possibilities of
ground shift between load and switch do not exist.
Application Note
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Load And Application
5
Load And Application
The diversity of loads driven by low side switches is enormous. Clustering these loads is always challenging.
Nevertheless, three different categories can be outlined. Lighting/heating or capacitive loads, motors or
inductive loads and LEDs or resistive loads.
5.1
Heating Loads
HITFET+ is used for various heating loads in body applications such as auxiliary heating, seat heating, steering
wheel heating, and also lambda heaters as a major application in power train applications. Table 2 lists
examples of some typical heating loads that can be addressed by HITFET+.
Table 2
Example Heating Loads
Type
Example Load
Nominal Current Range (A)
Low power
Rear view mirror heating
2-5
Medium power
Steering wheel heating
5-7
High power
Seat heating
7-9
5.1.1
Inrush Behavior
Heating loads are usually made up of resistive elements that generate heat by blocking the current. And
although they are resistive loads, they also have an inrush behavior because the resistance changes with the
temperature. Figure 20 shows a comparison of current profiles for a bulb and a typical heating element.
Application Note
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Load And Application
I
Iinrush_bulb
Iinrush_heating
Inominal_heating
Inominal_bulb
ton_bulb
t
ton_heating
Figure 20
Comparison of Typical Inrush Behavior of a Heating Load and a Lighting Load (Not to Scale)
Depending on the OEM or Tier 1 manufacturer, a certain ratio is applied in inrush which relates to the nominal
current of the lamp or heating element. For a lamp, this ratio can be 12 times the nominal current, whereas
for heating elements a factor of 2 is considered typical for HITFET+ applications.
For lamps, the inrush current depends on the type of bulb but typical it can be asume about 2ms. The inrush
current also defines the time required to switch the lamp on. It can also be seen from Figure 20, that heating
loads take relatively longer to switch on. Depending strongly on the application the ton_heating can take about
1 second or even a couple of minutes. For example, glow plug’s ton_heating is about ten times faster than a
conventional PTC heater.
5.1.2
Pulse Width Modulation (PWM)
The life time of a heating load depends strongly on the supply voltage. Heating elements are sensitive to
currents. Hence, a constant supply voltage is required. One approach is to use Pulse Width Modulation (PWM)
to keep a constant output power. The trick is to use thermal inertia of a heating element to absorb the PWM
waveform ensuring that heating is still uniform. The duty cycle can be calculated with the following equation:
2
V PWM
d = ----------------2
V BAT
(5.1)
where VPWM is the optimum voltage needed to maintain a costant power across the heating element, whereas
VBAT is the supply voltage. Refer to Chapter 10.3 for some details on Equation (5.1)
Application Note
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Load And Application
5.2
Light Emitting Diode (LED)
Light Emitting Diodes (LED) are increasingly used to replacing standard lamp bulbs. They offer a longer
lifetime as well as lower current consumption for an equivalent light intensity output. Two kinds of LED
modules are often used, standard and advanced. For practical purposes, the difference between these 2 types
of modules is negligible, and they can both be modeled as resistive loads. Unlike lamps, LEDs start emitting
light as soon as a voltage is applied that is high enough to overcome the forward bias of the device. This
voltage depends mainly on the LED color. A very small current (Infineon considers 10µA typical) is enough to
cause a LED to glow. This justifies the use of the ROL_LED when open load diagnosis is required.
5.2.1
Standard LED Module
In a standard LED module, when one LED is an open circuit, the other LEDs are not affected. This behavior is
particularly desirable for rear lighting. The standard LED module shown in Figure 21 consists of a series
resistor RLED to limit the current and a cluster of LEDs connected in parallel and serial. The advantage of this
circuit is its simplicity. The drawback is the continuous power loss in the resistor (at least 500mW) and the
susceptibility to transient overvoltages and currents. This kind of LED module is often used for rear light
systems. Infineon considers RLED = 50Ω, ROL_LED = 680Ω typical.
IN
RLED
ROL_LED
OUT
Standard LED module .vsd
Figure 21
Standard LED Module
5.2.2
Advanced LED Module
In an advanced LED module, when one LED is an open circuit, the entire module is OFF. This behavior is
particularly hazardous for headlights. The advanced LED module shown in Figure 22 consists of a DC/DC
converter driving LEDs in serial. The advantage of this architecture is robustness and immunity to voltage
transients. The disadvantage is the relative electronic complexity of the DC/DC converter. Infineon considers
the module OFF if VIN - VOUT < 7V typical. When the LED is broken, the module doesn't consume more than 30mA
max, typically 15mA (current needed by the DC/DC supply itself).
Application Note
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Load And Application
IN
DC/DC
ROL_LED
OUT
Advanced LED module .vsd
Figure 22
Advanced LED Module
5.3
Inductive Load
Relay, solenoid and motor driving are major applications of HITFET+. Relay is the oldest switch in the
electronic portfolio. Although semiconductors tend to replace them in many applications, mechanical relays
are still widely used.
Motors can be clustered depending on their capability to work in one or both directions. HITFET+ family can
drive unipolar motors (f.e. safety lock in electric park brake). When the application requirement is to drive a
motor in both directions, the drive architecture must be then an H-Bridge with either two HSS or two LSS or
one HSS and one LSS.
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Load And Application
IL
VBAT
L, R
VOUT
IL
PLOSS
Figure 23
Typical Switching for an Inductive Motor Load
Motors are inductive loads defined usually by inductance L and resistance R. At switch ON, the inductive load
causes a slow current ramp-up, bases on the time constant τ = L/R. At switch OFF due to the inductance, the
current attempts to continue to flow in the same direction which causes the load voltage to invert. Refer to
Figure 23 which demonstrates the general voltage and current characteristics of an inductive load at switch
ON and OFF. Voltage in blue, current in red, power in green.
Although relay driving is an old technology, it is still challenging to implement. This is mainly due to the wide
production spread in manufacturing of mechanical relays which leads to a wide spread of parameters. Also,
mechanical relays show dynamic changes during operation. For instance, the inductance of a relay changes
as the magnetic resistance changes. When the anchor is lifted, the magnetic flow sees a higher resistance and
therefore the inductance changes to a lower value during switch OFF. This causes a current change during
switch ON and a voltage change during switch OFF. Therefore, the moment when the load contacts are
opening or closing can be seen in the voltage or current profiles. Refer to Figure 24.
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Load And Application
VSUPPLY
Making of contact
Breaking of contact
ICOIL
Figure 24
Switching of Relay with HITFET+
Figure 25 shows the electrical schematic of a relay. The circuitry consists of an inductance and a serial resistor
with an optional parallel resistor. The serial resistor represents the copper wire resistance of the coil. Typical
resistor values at room temperature are 60-9 Ohm while inductance ranges from 400mH to 600mH for an
automotive 12V relay.
Load Contacts
LCOIL
R PARALLEL
RCOIL
Figure 25
Electrical Schematic of a Mechanical Relay
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Load And Application
5.3.1
Demagnetization Energy
As can be seen from Figure 23, each time an inductive load is switched OFF, a demagnetization energy has to
be considered. If the over-voltage protection limit is known, this demagnetization energy can be calculated
according to Equation (5.2). Refer to Chapter 10.2 for a detailed calculation.
V BAT – V OUT ( CLAMP )
IL × R
L
⎞ +I
E AS = V OUT ( CLAMP ) × ---- × ------------------------------------------------------ × ln ⎛ 1 – -----------------------------------------------------L
⎝
R
R
V BAT – V OUT ( CLAMP )⎠
5.3.2
(5.2)
Freewheeling Diode
To keep the current flowing after switching OFF an inductive load, and to access the energy stored in the coil,
a freewheeling diode can be used. Figure 26 shows the different configurations in which relays can be used.
VBAT
VBAT
VBAT
Relay
IL
Figure 26
Different Relay Configurations with HITFET+
The configuration in the center of Figure 26 shows the use of a freewheeling diode as compared to the one on
the left without any freewheeling diode. The configuration on the right has an extra diode to prevent inverse
current.
Application Note
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Load And Application
5.4
Number of Activations
The total number of activations (brake pedal depressed, low beam activation, compressor activation, etc.)
depends largely on the habits of the vehicle driver. This does not including extra switching done by the ECU
e.g. PWM, software retry strategies etc. The exact mission profile is usually provided by the OEM, but
nevertheless loads can generally be placed in one of three categories as defined in the table below.
Table 3
Load Activations per Engine Ignition
No. of Activations
No. of Activations/Ignition Average Activation Time
No. of Activation/Year
High
30
<1min or>1min
220 000
Mid
1 or 2
<1min or>1min
15 000
Low
1/3
>1 min
2500
5.5
Wiring
Four parameters are needed to define a wire: diameter, length and core and insulator materials. The diameter
and the length determine the electrical characteristics (Ω/km and Lcable/km). The material and the
environment determine the maximum current.
5.5.1
The Wire as a Parasitic Electrical Load
Although the wire is not a load, it has to be considered in automotive applications during the design phase.
Wires offer a benefit to the system by limiting surge currents such as bulb lamp inrush current thanks to
parasitic inductance (Lwire), as well as resistive (Rwire). The wire limits the current. On the other hand, the
inductive energy stored in the cable is sometimes not negligible, especially for long wire harness found in
truck or trailer application.
5.5.2
Maximum Current in a Wire
Wires require protection from high temperature induced by excessive current. The maximum current which
can flow in the wire is time dependent and defined by a square law function I2t = constant. The maximum
current the wire can handle is limited by the insulation material. The OEM defines the wires to be used in a
vehicle and this information is usually kept confidential. Figure 27 shows an example of the current time
coupling limitation of a wire as a function of the time.
The maximum current in a wire is defined by a thermal law. This is constant, as previously stated on the
insulation material and also neighboring cables. For example, a wire within a group of 20 wires in a wire
harness will have a lower maximum current rating than the same wire when it is not in a group. Infineon
considers a reduction of 40% of the nominal current typical.
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Load And Application
Table 4 sums up the types of wire often use in an automotive environment. Note that these values are indicative
and must be cross-checked with the application and the OEM.
Table 4
Wire Characteristics as a Function of Diameter
Cross section
(mm2)
Gauge
(AWG)1)
Impedance
(Ω/km)
Inductance
(mH/km)
Max DC current
(A)2)
50
0
0.4
1.1
228
25
3
0.8
1.16
150
10
7
1.9
1.20
85
6.0
9
3.1
1.25
60
4.0
11
5
1.30
45
2.5
13
7.6
1.36
34
1.5
15
12.7
1.4
24
1.0
17
18.5
1.45
19
0.75
19
24.7
1.49
16
0.50
20
37
1.55
12
0.30
21
56
1.65
9
1) Approximation only.
2) Assuming Tambient = 85°C and wire alone in free air. Approximation only.
Time to destruction (s)
1000
EXAMPLE
ONLY
100
10
1
0
20
40
60
80
Load current (A)
Figure 27
100
120
140
wiring.vsd
Example of Current Limitation by Wire Harness
The maximum current in the wire is a thermal law. This constant depends, as previously stated on the
insulation material and also neighboring cables. For example, a wire within a group of 20 wires in a wire
harness will have a lower maximum current rating than the same wire when it is not in a group. Infineon
considers a reduction of 40% of the nominal current typical.
Typical wire characteristics are given as a function of diameter/cross-sectional area and can be provided by
the wire manufacturer.
Application Note
31
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
6
Power Stage
The power stage of HITFET+ is a low side switch consisting of a N-channel vertical Power MOSFET. The
capability of this power element to pass current can be expresses in terms of it’s drain-source resistance in onstate, RDS(ON). The smaller the RDS(ON), the higher the current capability.
6.1
Power Element
As mentioned before, the capability of the power element is defined by it’s RDS(ON). For HITFET+, RDS(ON)
depends on both the supply voltage and the junction temperature TJ. Figure 28 shows these dependencies
for BTF3050TE. Hence, RDS(ON) indication in the device naming is defined as the maximum RDS(ON) measured at
TJ =150°C
120
100
RDS_ON [mΩ]
VDD = 5.5 V
VDD = 5 V
80
VDD = 4 V
60
VDD = 3 V
Load current = 3 A
40
20
-40
-20
0
20
40
60
TJ [°C]
Figure 28
80
100
120
140
RDSON_dependencies.vsd
Typical RDS(ON) of BTF3050TE as a Function of Temperature and Supply Voltage
Application Note
32
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Application Note for HITFET+
Power Stage
6.2
Switching
To understand how the slew rate control works, first let us have a look at the different stages of switching with
a HITFET+. Figure 29 shows the switching characteristics using a resistive load. Since this is a low side switch,
VOUT drops to almost zero volts during switch on and rises back to VBAT during switch off. As can be seen from
Figure 29, there are three stages of switching. The first stage is the delay after the VIN goes up. The second
stage is a fast drop in voltage and the third stage is a slower drop. The second part is where the slew rate (SR)
is define as a voltage change where the voltage drops from 90% of VBAT to 50% of VBAT.
( V OUT ( 90% ) – V OUT ( 50% ) )
⎛ dV
-------⎞ = --------------------------------------------------------------⎝ dt ⎠
( t OUT ( 90% ) – t OUT ( 50% ) )
(6.1)
The third part is a slower voltage drop after the voltage has dropped by more than 50%. At switch off, the
opposite happens. Initially, there is a voltage rise delay followed by a slow rise in voltage up to around 50%,
followed by the slew rate voltage rise.
Besides the slew rate, the data sheet also defines the delay time (tdON/tdOFF) as the time it takes for the voltage
to drop to 90%-/rise to 10% of VBAT depending on if it is switch on- or switch off operation. And fall/rise time
(tF/tR), i.e. the time it takes for the voltage to fall/rise from 90%/10% of VBAT to 10%/90% of VBAT.
VIN
VIN(TH)
t
I
VOUT
VBAT
90 %
-(ΔV/Δt)ON
(Δ V/Δt) OFF
II
50 %
III
10 %
tDON
tF
tDOFF
tOFF
tON
Figure 29
tR
t
Switching power output timing .emf
Definition of Power Output Timing for a Resistive Load
Application Note
33
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
6.3
Slew Rate Control
Within the HITFET+ family, some devices are able to control the Slew Rate. This can be identified with their
naming as BTF. Devices without this function are identified with the naming BTS.
In order to optimize electromagnetic emission, fast HITFET+ devices provide a SRP pin to control the
switching speed of the MOSFET. By connecting an external resistor between SRP pin and GND, the switching
speed can be adjusted. This allows for balancing between electromagnetic emissions and power dissipation
especially when using them in PWM operation.
Shorting the SRP pin to GND represents the fastest switching which keeps decreasing as resistance between
SRP pin and GND is increased. Open condition represents the slowest switching speed. Figure 30 shows the
variation in Slew Rates offered by the HITFET+.
VIN
VBAT
RSRP = 48,2 kΩ
RSRP = 5,2 kΩ
VIN
variations_in _slew_rate.vsd
Figure 30
Variation in Slew Rates
The accuracy of the switching speed depends on the precision of the external resistor used. Hence, it is
recommend to use accurate resistors. Also, it is not recommended to change the slew rate resistance during
switching (VDD > VDD(UV_ON)) as the resultant switching times will be undefined.
Figure 31 shows the switching timing range in dependency of the RSRP
Note: It is recommended for the BTF3050TE a maximum RSRP to be 70kΩ due to its diagnosis features through
the same pin mentioned in Chapter 8.
Application Note
34
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
tON ,
tOFF
undefined range
(not recommended for
operation)
Undefined
range for
fault
feedback
0
Figure 31
600
5k
5.8k
58k
70k
160k
RSRP [Ω]
Typical Simplified Relation Between Switching Time and RSRP Resistor Value Used on SRP
Pin (VBAT = 13.5V)
Slew Rate in Fault Mode
The SRP pin has a hybrid function as input and output pin. In case of a latched fault caused by
overtemperature, the SRP pin is internally pulled to VDD. In this operation mode, the slew rate control with the
RSRP is ignored and a fault mode default slew rate, equivalent to a slew rate with RSRP = 5.8kΩ, is set. If the SRP
pin is externally pulled above the normal SRP pin voltage VSRP(NOR), again the slowest slew rate (equivalent to
RSRP = 5.8kΩ) is set.
The fault mode can be reset by externally pulling down the VSRP to 0V for a time greater than tRESET as defined
in the data sheets.
For more information on the Diagnostic function of the SRP pin through fault feedback and on using RSRP
above 70kΩ, refer to Chapter 8.
Application Note
35
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
6.4
Power Losses Calculation
Switching of a MOSFET can be represented by a load line on VDS vs IL curve as shown in Figure 32. While
switching ON, MOSFET parameters (IL, VDS) move along the load line from B to A and from A to B while
switching OFF. Moving from B to A in Figure 32 implies decreasing RDS while RDS increases moving from A to B.
Point A is the optimal operating point at which the device’s resistance is lowest and which is also rated as the
RDS(ON) in the data sheet.
ON:
VDS = IL*RDS(ON)
VGS = VIN
IL = VBAT / (R‐RSD(ON))
ID
VBAT
VGS
L, R
IL
A
IL
VIN
B
0
OFF:
VDS = V BAT
VGS = 0
IL = 0
Figure 32
Switching Characteristics of a MOSFET with a Resistive Load
6.4.1
General Calculation
VDS
The power loss P in the device can be calculated as follows (assuming a resistive load RL). This works because
any load will have a resistive component which will be responsible for major losses during operation.
Capacitive and inductive components are not lossy during steady state but do affect losses during switching.
However, they are dependent on the type of load and application and have to be calculated accordingly. A
general loss calculation during usage of the switch can be performed using a resistive load RL.
The instantaneous power in the switch is the result of the load current IL multiplied by the drain to source
voltage, which for a low side is VDS = VOUT. The resulting curve is shown in Figure 33. A good approximation is
provided by the orange triangles and rectangle.
Application Note
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Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
As the RDS decreases during switching ON, the point where it corresponds exactly to RL is where the triangle
has its vertex at PMATCH. In general, P is given by Equation (6.2). Refer to Chapter 10.1 for a detailed
calculation.
2
V BAT × R DS
P = -------------------------------2
( R L + R DS )
(6.2)
Replacing RDS by RL to calculate PMATCH gives us Equation (6.3)
2
P MATCH
V BAT
= --------------4 × RL
(6.3)
Energy dissipated during switch ON, ESON, can thus be calculated as the area of the triangle given by
Equation (6.6)
1
1
E SON = --- × P MATCH × ( t ON – t DON ) = --- × P MATCH × t F
2
2
(6.4)
The orange rectangle represents the energy ERON lost during the ON state of the DMOS power element and is
easily calculated by Equation (6.5)
2
(6.5)
E RON = R DS ( ON ) × I L × t RON
And since the typical values of the rise time (tR) and the fall time (tF) are similar (see above), ESOFF can be
calculated similarly by Equation (6.5) replacing tF with tR. In conclusion, the power losses in the DMOS power
element can be calculated by using:
( 2 × E SON + E RON )
P = ----------------------------------------------t CYCLE
Application Note
(6.6)
37
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
t cycle
IN
t ON
tOFF
VOUT
tDOFF
t DON
90% VS
70% VS
50% VS
30% VS
10% VS
t
dV/dt ON
I OUT
dV/dtOFF
90% I L
70% I L
50% I L
30% I L
10% I L
t
PLOSS
PMATCH
RDS(ON)* IL
t
t SON
Figure 33
tRON
t SOFF
Switching_losses_calculations.vs
d
Power Losses Calculation
Application Note
38
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
6.5
Switch Behavior with PWM Input
Pulsed Width Modulation is a special case where the cycle time, tCYCLE is the inverse of the PWM frequency fPWM.
There are certain factors to be considered when using a PWM waveform. These are power loss, switching time
and diagnostic limitations. Power loss and switching time are described below. Diagnostic limitations are
described in Chapter 8.1.
6.5.1
PWM Limitations due to Switching Time
As has been discussed before, switching ON of a HITFET+ device is defined when the VOUT drops to 10% of VBAT
Now, tDOFF can be considered as the shortest ON time that the switch can reach (tRON). Figure 34 shows what
happens when the time to switch on the device (tON) is given exactly as the input pulse to the device.
tRON
TPWM
IN
VOUT
tDON
90% VBAT
50% VBAT
tRON(10%)
10% VBAT
t
tON
tOFF
minimum tON.vsd
Figure 34
Minimum tRON
Since tON is defined until VOUT drops to 10% of VBAT, the resulting delay tRON(10%) in switching immediately at the
point when VOUT becomes 10% will be much less than the typical tDOFF. This ON time, tRON(10%) is the shortest ON
time achievable on the HITFET+ as the voltage does not exactly reach GND but keeps decreasing due to
electrical inertia and then starts rising again for a short time (see Figure 34).
A similar example can be used to show that the minimum length of a Switch OFF Pulse through PWM, which
will be limited by tDON. And there will be a minimum OFF time that the device can reach, tROFF(90%).
Application Note
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Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
To define the maximum and minimum duty cycle, refer again to Figure 33. The minimum duty cycle is
determined by the shortest ON time of the IN pulse. The shortest ON time of the IN pulse will be the smallest
time that switches on the HITFET+. Hence the shortest duty cycle can be defined by the tON. Similarly, the
highest duty cycle will be decided by the shortest OFF time of the IN pulse. And the shortest OFF time of the IN
pulse will be defined by the minimum time the device takes to switch off, tOFF. Refer to Table 5.
Table 5
BTF3050TE typical PWM Timing Limitation at RSRP = 0kΩ
Parameter
Symbol
Formula
fPWM =
fPWM =
fPWM =
fPWM =
Unit
100Hz
1kHz
10kHz
20kHz
Period
tCYCLE
1/fPWM
10
1
0.1
0.05
ms
Min. duty cycle
dMIN
tON/tCYCLE
0.05
0.5
5.3
10.6
%
Max. duty cycle
dMAX
1-tOFF/tCYCLE
99.95
99.5
94.7
89.4
%
Attention: The limitations in Table 5 are theoretical limits considering typical switching times.
Working with a PWM duty cycle near these limits might lead to different results due to
differences in test setup and production spread. It is recommended to consider a safety
margin above the limits. To adequate even further the duty cycle and PWM to a specifiy
application, interleaving method can be applied to the maximum values given.
6.5.2
PWM Limitations due to Power Losses
The formula derived at the end of Chapter 6.4.1 can be put to use here to calculate the power losses during
PWM. At the end of Chapter 6.4.1, we got Equation (6.6)
( 2 × E SON + E RON )
P = ----------------------------------------------t CYCLE
(6.7)
where tCYCLE= 1/fPWM. By replacing this, we obtain
P = 2 × E SON × f PWM + E RON × f PWM
(6.8)
and expanding Equation (6.8) using Equation (6.4) and Equation (6.5), we obtain
2
V BAT
P PWM = ---------------- × t F × f PWM + R
× I L × t RON × f PWM
4 × RL
DS ( ON )
(6.9)
Equation (6.9) can be used as the general formula for calculating power losses during PWM. The exact losses
during usage will of course depend on the application and other lossy components present in the module. The
application also determines how PWM is used. PWM may be used to control either the load current (IL), (for
e.g. in LED and Relays) or to control the power (in lighting). Both cases are considered below:
Application Note
40
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
6.5.2.1
PWM to Control Load Current
To use Equation (6.9) to calculate Power Losses, it is needed to modify it slightly.
Defining the duty cycle
d = tRON * fPWM and IL = VBAT/RL,
we can write:
I L × V BAT × t F × f PWM
P PWM = ------------------------------------------------------+ R DS ( ON ) × I L × d
4
(6.10)
Varying fPWM and d shows how the PPWM is affected by it. Figure 35 shows that PWM might now always be
beneficial in terms of saving power. As can be seen, a combination of PWM frequency and duty cycle ensures
power efficient current control.
400Hz
No PWM
duty cycle = 80%
duty cycle = 20%
no PWM
Power Losses during PWM
200Hz
Duty cycle = 50%
0
0.5
1
1.5
2
2.5
PWM freq = 1kHz
3
0
Load Current
Figure 35
0.5
1
1.5
2
2.5
3
3.5
Load Current(A)
Power Losses due to PWM Control of Current with BTF3050TE
Application Note
41
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
6.5.2.2
PWM to Control Power
This is typically deployed for light bulbs which are usually rated by max. power and take up a lot of it during
starting. A VPWM is defined as the optimum voltage at which PWM should be run so as to control the power.
Refer to Load and Application chapter to understand how the next equation is derived. The relation of d and
VPWM is given by:
2
V PWM
d = ----------------2
V BAT
(6.11)
Using this in Equation (6.9) gives us the following equation:
2
P PWM
2
V BAT × t F × f PWM R DS ( ON ) × V PWM
= ---------------------------------------------- + --------------------------------------------2
4 × RL
R
(6.12)
L
Using this equation with BTF3050TE and a 21W light bulb gives us Figure 36. It shows PWM control voltage of
13V with PWM frequencies of zero, 200Hz and 400Hz to give an idea of how PWM control will actually work. It
is clear from these graphs that BTF3050TE has higher losses at higher frequencies and again, a correct
combination of supply voltage and frequency is required to achieve efficient control.
400Hz
no PWM
Power Losses
200Hz
8
9
10
11
12
13
14
15
16
17
18
Supply Voltage(V)
Figure 36
BTF3050TE Power Losses in PWM with a 21W Bulb Load. VPWM = 13 V
Application Note
42
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
6.6
Thermal Considerations
Thermal considerations are important as they define the maximum functional power that can be dissipated
by the device. Reaching temperature limits of the device triggers protection which will shut down the device.
Hence it is important to consider thermal limitations of the device along with the application to ensure the
application runs smoothly.
6.6.1
Maximum Junction Temperature
HITFET+ devices are embedded in exposed pad packages which offer excellent thermal resistance (ZthJC
characteristics) between junction and the case compared to non-exposed packages.
HITFET+ should be kept below a maximum junction temperature TJ(max) = 150°C. The formula below expresses
this constraint mathematically.
T J ( max ) – T AMB
P MAXTJ = ------------------------------------R thJA
(6.13)
Here, TAMB is the ambient temperature at which the application is running. RthJA for HITFET+ depends on the
module design (cooling, type of PCB etc.). For a 1s0p board and a TAMB = 85°C, we can calculate a PMAXTJ of 1.7W.
This is a rough calculation guideline. In actual application RthJA will also change depending on the pulse length
of the current as shown in Figure 37.
30
25
Zth-JA [K/W]
20
15
10
5
0
0,00001
0,0001
0,001
0,01
0,1
1
10
100
1000
10000
tp. [s]
Figure 37
Typical Transient Thermal Impedance RthJA at TAMB = 85°C for BTF3050TE. Graph Drawn
According to Jedec JESD51-3 at Natural Convection on FR4 2s2p Board. The Device is
Dissipating 1W of Power.
Application Note
43
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
Figure 38 and Figure 39 show the cross-section and layout of a 2s2p board.
1,5 mm 70µm modelled (traces) 35µm, 100% metalization* 70µm, 5% metalization* Figure 38
Cross Section of JEDEC2s2p
Detail: Solder area
JEDEC 1s0p / Footprint
JEDEC 2s2p
Figure 39
PCB Layout
Application Note
44
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
6.7
Reverse/Inverse Current
A reverse battery situation means the OUT pin is pulled below GND potential to -VBAT via the load ZL.
An inverse current situation means the OUT pin is pulled below the GND potential by the current flowing from
GND to OUT.
In both situations, the load is driven by a current through the intrinsic body diode of the MOSFET and all
protection, such as current limitation, overtemperature or over voltage clamping, are inactive.
Figure 40 shows how a reverse diode can be used (B) to prevent inverse/current operation (A).
In both situations, power loss is defined by the current driven and the voltage drop on the body diode -VDS.
During Inverse Current, an increased supply current IDD flowing into VDD needs to be considered. The device
could be reset by inverse current too.
During inverse/reverse current situations, it is important to note that the parameters do not cross the absolute
maximum ratings as given in the respective data sheets.
VBAT
IL
VBAT
A)
Figure 40
B)
Inverse Diode
Application Note
45
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
6.8
Output Clamping
When switching off inductive loads with low side switches, the drain-source voltage VOUT rises above battery
potential, because the inductance tends to continue driving the current (Refer to Figure 41). To prevent
unwanted high voltages the device has a voltage clamping mechanism to keep the voltage at VOUT(CLAMP).
During this clamping operation mode the device heats up as it dissipates the energy from the inductance.
Therefore, the permissible inductance is limited.
Figure 41 shows the output clamp circuitry for HITFET+ devices. The clamp circuitry is only responsible for
clamping the VOUT and not for providing an additional path to let out the demagnetization energy. The
demagnetization energy is spent by the inductor in pushing up VOUT.
VIN
VBAT
ZL
t
IOUT
IL
OUT (DMOS Drain)
VOUT
t
VOUT
VOUT(CLAMP)
GND ( DMOS Source)
IGND
VBAT
t
Figure 41
Output Clamp Circuitry and Switching
Device data sheet mentions the minimum value of VOUT(CLAMP) at which clamping becomes active and it has
been designed such that it never reaches the technology breakdown limit. VOUT(CLAMP) is also very stable with
temperature as can be seen in Figure 42.
Application Note
46
Rev.1.0 2015-01-12
Application Note for HITFET+
Power Stage
60
10 mA
1 mA
VOUT(CLAMP) [V]
55
50
45
40
35
30
‐50
0
50
100
150
Tj [C]
Figure 42
Typical VOUTC(CLAMP) vs. Tj for BTF3050TE
Application Note
47
Rev.1.0 2015-01-12
Application Note for HITFET+
Protection
7
Protection
The comprehensive set of protection functions is one of the most important features offered by HITFET+
switches. They are integrated and are designed to prevent IC destruction under fault conditions. Fault
conditions are defined as conditions outside normal operation of the device. Protection functions are not
designed for continuous repetitive operation. Also, protection functions are not available during a
reverse/inverse current condition.
7.1
Over Voltage Clamping on OUT pin
HITFET+ is equipped with a voltage clamp circuitry that keeps the drain-source voltage, specifically VOUT at a
certain level VOUT(CLAMP). Functioning of the clamping is defined in Chapter 6.8 and energy considerations are
included in Chapter 5.3.1.
It is important to note that the overvoltage clamping overrules all other protection functions and power
dissipations must be limited to stay below the maximum allowed junction temperature as discussed in
Chapter 6.6.1.
7.2
Thermal Protection
Thermal protection against overtemperature due to overload and/or bad cooling conditions. Two
temperature sensors are integrated into the device to implement two kinds of thermal protection, absolute
(TJ(SD)) and dynamic (DTJ(SW)) temperature limitation. Triggering either of these will cause the output to switch
off. However, thermal protection has an automatic restart and the device will switch ON again after the drop
in temperature is more than the thermal hysteresis (DTJ(SD)_HYS).
Application Note
48
Rev.1.0 2015-01-12
Application Note for HITFET+
Protection
Dynamic
thermal shutdown
Auto restart
Auto restart
IN
Absolute overtemperature
shutdown
no overload
VIN(H)
0
Tj (D M OS)
Tj( SD )
t
ΔTj(SD)_ HY
ΔTj(SW )
ΔTj(SW )
Ta
V SRP
t
ISRP
t
0
Status Latched
also at IN =low
Error Status Latch ;
(SRP pulled up internal )
Status Latch reset
(by external pull
down of SRP )
t
Thermal_fault _autores tart .emf
Figure 43
Thermal Protective Switch OFF Scenario in Case of Overload
Figure 43 shows how thermal protection switch OFF works showing how different parameters react. The
moment dynamic protection (dTJ(SW)) is triggered, the device shuts down with the fastest slew rate and VSRP is
pulled up internally to VSRP(FAULT). During this process, a fault current ISRP has to be considered. The latched
state is independent of the IN signal, providing a stable fault signal to be read out by a microcontroller. The
latched fault signal needs to be reset externally by low signal (VSRP < VSRP(RESET)_MIN) at the SRP pin, provided
that the junction temperature has decreased at least below the thermal hysteresis in the meantime. To
reliably reset the latch the SRP pin needs to be pulled down with a minimum length of tRESET.
As long as the fault signal is set and the SRP pin is not shorted to GND a fast default slew rate adjustment (like
for RSRP = 5.8kOhm) will be applied to the device. If the latched fault signal is not reset, the device logic stays
active (also if IN = low), not entering the quiescent current mode and therefore reaching the upper limits of the
normal supply current IDD.
Also, important to consider while using BTF3050TE is the variation of TJ(SD) and dTJ(SD)_HYS with the supply
voltage VDD. Although it is quite stable over VDD, it is still important to understand the variation in case of poorly
controlled supply voltage or for high power applications.
Application Note
49
Rev.1.0 2015-01-12
Application Note for HITFET+
20
190
15
180
Tj(SD) [°C]
Tj(SD)_HY [°C]
Protection
10
5
170
160
0
150
3
4
5
6
3
4
Figure 44
5
6
VDD[V]
VDD[V]
Typical Tj(SD) and Tj(SD)_HY vs. VDD. IL = 10mA of the BTF3050TE
As a rough calculation, Equation (6.13) can be used to calculate the temperature that can be reached in an
application. The trends of temperature will follow the same pattern as for the power losses because the
relationship is linear. As an example, using Equation (6.12) for Power Losses due to PWM while regulating
light bulb with Equation (6.13) will give us:
2
2
⎛ V BAT × t F × f PWM R DS ( ON ) × V PWM ⎞
-⎟ × R thJA + T AMB = T J ( SD )
⎜ ----------------------------------------------- + -------------------------------------------2
4 × RL
⎝
⎠
RL
(7.1)
Figure 45 depicts Junction Temperature (TJ) with the supply voltage and it can be seen clearly that it has the
same characteristic as Figure 36.
As can be seen from Figure 43, that restart function will lead to thermal and voltage cycles on the device. The
frequency of the thermal cycle will depend strongly on the cooling conditions of the application.
Application Note
50
Rev.1.0 2015-01-12
Application Note for HITFET+
Protection
104
200Hz
400Hz
1000Hz
No PWM
102
Junction Temperature(°C)
100
98
96
94
92
90
88
86
8
9
10
11
12
13
14
15
16
17
18
Supply Voltage(V)
Figure 45
Junction Temperature Rise in BTF3050TE with PWM with 21W Bulb Load.
VPWM = 13V, TAMB = 85°C
Application Note
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Rev.1.0 2015-01-12
Application Note for HITFET+
Protection
7.2.1
Maximum Temperature Limitation
The device is qualified for junction temperature up to TJ = 150°C continuous. This is the minimum temperature
for the activation of the Temperature Protection Sensor. The thermal design must ensure that the device
operates below this temperature based on Equation (6.13) or Equation (7.1). However, as discussed above,
RthJA also changes with the length of the pulse.
1000
P MAXTJ (W)
100
10
1
0.00001
Figure 46
0.0001
0.001
t p(s)
0.01
0.1
1
10
Maximum Power Loss Allowed PMAXTJ = f(tp), TAMB = 85°C for Typical Thermal Impedance ZthJA
for BTF3050TE
Figure 46 shows max allowed power loss in the device with for the TJ to remain below 150°C so as to not
trigger thermal protection. It has been calculated using Equation (6.13) and Figure 37. Any pulse below the
red curve can be safely assumed to not trigger overtemperature protection under the given conditions.
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Protection
7.3
Overcurrent Protection (BTF devices only)
BTF3050TE and all BTF devices, provide a smart overcurrent limitation providing protection against short
circuit conditions and any other increased current conditions, while also allowing load inrush currents higher
than the current limitation level. To achieve this, the device has a higher current trigger level IL(LIM)_TRGGER
which triggers a lower current limitation level IL(LIM).
This enables the device to take currents higher than IL(LIM) (overload condition) provided the device is not
heated up so much that the overtemperature protection (OT) is triggered. In case of a short circuit, IL(LIM)_TRGGER
will be triggered, which will limit the current to IL(LIM). The reason for limiting instead of tripping is to enable
HITFET+ devices to drive loads with high inrush currents.
Figure 47 depicts the functioning of the overcurrent protection for both overload (in green) and short circuit
(in red) behavior.
Occurrence of overload/short circuit (below current limitation trigger level)
Thermal shut-down (e.g. dynamic);
setting fault latch and current limitation trigger
Reset fault and current limit by
„IN=low“ and
„fault latch reset by SRP=low(external pulled down)“
Thermal restart;
limited to current limitation level IL(LIM )
Restart into short circuit Thermal shut-down (over temp.)
Thermal restart into normal load condition IN
V IN(H)
0
ID
t
Overload Behaviour
IL(LIM ) _TRIGGE R
VBAT /Z sc
IL(LIM )
ID
IL( LIM )_ T RIGGE R
Short Circuit Behaviour
IL( LIM )
t
Tj(DMOS)
Tj(SD )
ΔTj( SD )_ HY
ΔTj (SW )
Ta
VSRP
t
V SRP(FAULT )
V SRP(NOR)
0
ex ternal pull-down
(V SR P < V SR P(R ESET )
tRESET
t
O ve rloa d. emf
Figure 47
Example of Short Circuit Protection and Overload Behavior with Thermal Protection with
Latched Fault Signal on SRP
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Protection
Note: The time scale is not linear and not similar for short circuit and overload behavior. Real timing for both
conditions will be application dependent.
The current limitation trigger is a latched signal. It will only be reset by input pin (IN) low. The fault latch
feedback has to be reset by pulling down the SRP pin (SRP-pin = low (below reset threshold) for t>tRESET). This
means if the input stays high all the time during a short circuit the current will be limited to IL(LIM) in the
following pulses (during normal restart). It also means that the output current is limited to the current
limitation level IL(LIM) until the current limitation trigger is reset. For more details on how latching works, refer
to Chapter 8.1.
7.3.1
Overload Condition
Under an overload condition, a current higher than IL(LIM) but lower than IL(LM)_TRGGER is flowing through the
device. Overload can be both a fault condition or a required temporary phase when switching an output, e.g.
inrush of a light bulb or a heating element. Figure 48 shows the typical output voltage characteristics during
overload with a resistive load.
VOUT
Overload Occurs
Thermal Shutdown
VBAT
IL
t
IL(LIM)_TRIGGER
VBAT/Zsc
IL(LIM)
t
VSRP
VSRP (FAULT )
V SRP(NOR)
0
Figure 48
t
Overload Behavior of VOUT and IL in BTF3050TE for Resistive Loads
For overload behavior, the device will allow for current higher than IL(LIM) as long as it does not heat up to
trigger thermal shutdown. Once the device shuts down, it will be restarted after the temperature drops below
the temperature hysteresis TJ(SD)_HY but with the current now limited to IL(LIM).
Chapter 7.2.1 provides information on how to calculate whether the overtemperature protection will be
triggered or not during overtemperature condition. Repeated overtemperature condition will increase chip
temperature and lead to faster heating times thus further stressing the device. Refer to Figure 49.
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Protection
For multiple restarts during overload, device temperature will slowly increase leading to faster heating time,
tHEATING and slower cooling time, tCOOLING. Both tHEATING and tCOOLING strongly depend on module cooling
conditions.
T DMOS
T J(SD)
DMOS temperature
∆ T J(SD)
e
temp
∆ T J(SD)_HY
IL
t
HEATING
e as e
in cr
ratu re
t
t
COOLING
t HEATING
t COOLING
I L(SC))
t
Figure 49
Example of Overload Current Behavior during Thermal Shutdown for BTF Devices
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Protection
7.3.2
Short Circuit to Battery
For the short circuit, after the current is limited to IL(LIM) the device starts heating up. When the thermal
shutdown temperature TJ(SD) is reached, the device turns off. The time from the beginning of current limitation
until the overtemperature switch off strongly depends on the cooling conditions.
A short circuit event is a very stresfull event for the device. Toggling of short circuit current can reach very high
frequencies. It can be beneficial to keep the number of restarts to a minimum so that the device’s capability
to handle short circuit event does not deteriorate. Figure 50 shows the current and VOUT profile during a short
circuit.
VOUT
Occurrence of low-ohmic short circuit
VBAT
V BAT
t
ID
VBAT/Zsc
L, R
IL(LIM)_TRIGGER
IL
IL(LIM)
Short Circuit to Battery
t
VSRP
VSRP (FAULT)
V SRP(NOR )
t
0
Figure 50
VOUT Profile during Short Circuit for BTF Devices
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Protection
7.4
Undervoltage Shutdown
In order to ensure a stable and defined device behavior under all allowed conditions the supply voltage VDD is
monitored. The output switches off when the supply voltage VDD drops below the switch-off threshold VDD(TH),
causing all latches to be reset.
Device
VDD(UV_HY )
functional
off
Figure 51
V DD(UV_OFF)
VDD(UV_ON)
Undervoltage Threshold
Figure 52 shows that VDD(TH) decreases with rise in temperature. Hence, at higher temperatures, the device can
handle higher tolerances on the supply line without affecting the output.
Operation of the device around the VDD(TH) is not recommended as the device might not be fully ON or OFF near
the threshold. The same has to be kept in mind during slow turn ON and OFF of the device.
5
VDD(TH) [V]
4
3
fall
2
rise
1
0
-40
0
40
80
120
160
Tj [C]
Figure 52
VDD(TH) vs Junction Temperature, TJ at RL = 4.5Ω for BTF3050TE
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Protection
7.5
Load Dump
Load Dump is an extreme application scenario for a HITFET+ and can be destructive due to thermal overstress.
Because of the architecture of the Low Side Switching Systems, Load dump ripple is faced by the OUT pin.
Refer to Figure 53.
As a result, the same mechanism as for Voltage Clamping is utilized by the device to handle Load Dump in
HITFET+. The minimum value of VOUT(CLAMP) as given in the HITFET+ data sheet is 40V which is above the usual
value of VLOADDUMP limited by OEM with diodes (as shown in Figure 53 with VAZ(DIODE)). Also refer to
Chapter 3.1.5.2.
VBAT
HITFET +
OUT
Vd
Battery
Alternator
Vloaddump
Id
VAZ(DIODE )
Figure 53
GND
Load Dump Configuration for HITFET+
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Diagnostics
8
Diagnostics
BTF3050TE provides a latching digital fault feedback signal on the SRP pin triggered by an overtemperature
shutdown. The SRP pin has a double function, as Slew Rate- Preset (SRP) and as status pin.
8.1
SRP Pin
The SRP pin has three modes of operation:
Normal Operation Mode
The pin is used to define the switching speed of the BTF3050TE.
A resistor to ground defines the strength of the gate driver stage used to switch the power DMOS. The SRP pin
works as a controlled low voltage output with a normal voltage up to VSRP(NOR), driving from VDD a current out
of the SRP-pin through the slew rate adjustment resistor. Refer to Chapter 6.3
The voltage on the SRP pin in normal operation mode is VSRP(NOR), signaling a low signal to the microcontroller.
Latched Feedback Mode
The pin is used to send an alarm to the microcontroller after an overtemperature shut down.
The SRP pin is pulled to VDD by an active internal pull-up source providing typical a current ISRP(FAULT),
intend to signal a logic high to the microcontroller. This mode stays active regardless of the input pin state or
internal restarts until it is reset.
VDD
Fault
latch
RIO
I SRP
Slew
rate
I/O
Micro
controller
RSLEWRATE
ZD
Gate
driver
Reset
Fault Latch
VSRP (RESET )
GND
GND
Figure 54
SRP_detail.emf
Simplified Functional Block Diagram of the SRP Pin
Figure 54 shows how the fault latch works. An overtemperature event triggers the fault latch on the left which
enables the current source thus providing the ISRP(FAULT) which pulls up the VSRP.
During this mode the slew rate of the device is set to a fast “fault” mode slew rate (similar to the switching
times at RSRP = 5.8kΩ). The latched fault/feedback mode and signal is available at slew rate resistances of:
5kΩ < RSRP < 70kΩ (refer to Figure 55).
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Diagnostics
No
latched fault
feedback
Latched fault feedback
available
undefined
0
Figure 55
600
undefined
5k
70k
RSRP [Ω]
Availability of Latched Fault/Feedback Mode in Dependency of Slew Rate Resistor RSRP for
the BTF3050TE
Reset Latch
The pin is used as an input pin to set the device back to normal mode and reset the fault latch.
To reset the device, the voltage on the SRP pin needs to be forced below the reset threshold VSRP(RESET) by an
external pull down (e.g. using the microcontroller I/O as a pull-down).
When the SRP pin is pulled down below VSRP(RESET) for a minimum time of tRESET the logic resets the feedback
latch, provided that its temperature has decreased at least by the thermal hysteresis ΔTj(SW)_HYS in the
meantime.
If the input is pulled down as well, the current limitation trigger level is also reset (if the IL(LIM)_TRIGGER was
reached). As long as the latched fault signal is not reset, the device logic stays active (also when IN = low), not
entering the quiescent current mode and therefore reaching the upper supply current limits, IDD (through the
internal pull-up source in Figure 54).
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Diagnostics
Overload Condition
VIN
5V
Pulling Down SRP
I DD
Pulling down IN
tRESET
Pulling down both SRP and IN
tRESET
Return to Normal operation
t
IDD(FAULT)
IDD(ON)
IDD(OFF)
IL
t
IL(LIM)_TRIGGER
VBAT/Zsc
IL(LIM)
t
VSRP
VSRP(FAULT)
VSRP(NOR )
external pull-down
(VSRP < VSRP(RESET)
0
Figure 56
external pull-down
(VSRP < VSRP(RESET)
tRESET
t
tRESET
Description of Resetting Fault and SRP Pin in BTF3050TE in Overload Condition
Figure 56 shows that to return to normal operation and to detect further faults accurately, it is necessary to
pull down both the IN and the SRP pin for a time greater than tRESET (though not necessarily simultaneously,
but possible before the occurrence of another fault). The input pin resets the the current limitation trigger (as
shown in Figure 47) while the SRP pin resets the fault signal latch and current limitation. Resetting only the
IN pin will not change the latch signal and hence, if the current limitation is reached again leading to
shutdown, the fault will not be detected as the fault signal will already be high. Similarly, resetting only the
SRP pin will reset only the fault latch signal and current limitation (and pull back IDD to IDD(ON)). IL will not be
able to reach above IL(LIM) and the SRP pin will be pulled high again, along with the IDD the next time the device
shuts down because of over heating due to current limitation.
Since the minimum value of tRESET is 100µs and PWM is determined by the input pin, it is important to consider
the effect of tRESET on the application and on the frequency and duty cycle of the PWM. Figure 56 shows that if
the off time in PWM is less than 100µs, then the current limitation trigger (once set) will not be reset again and
the current will be limited to IL(LIM) for subsequent PWM cycles. Depending on the application’s power loss and
current requirements, it has to be decided whether the inrush has to be allowed for each PWM cycle.
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Device Information
9
Device Information
Note: The following information is given as a hint for the implementation of the device only and should not be
regarded as a description or warranty of a specific functionality, condition or quality of the device.
9.1
GND Pin
At least two different grounds are defined at a system level and usually three are necessary for optimum
design. The chassis GND is the system 0V reference. The module GND is the 0V module reference. The module
GND is sometimes split into digital GND (reference voltage for the digital sections such as the voltage
regulator, microcontroller, A/D converter, CAN transceivers etc.) and power GND (reference voltage for the
power elements such as LSS, HSS, H bridges etc.). A fourth GND can also be defined which corresponds to the
device GND. These different GNDs are shown in Figure 57. For simplification it does not describe the
redundancy of GND wiring connection as shown in Figure 18. In a real system, the GND schematic can be even
more complicated!
VBAT
VBAT
OUT
Vcc
µC
GND
OUT
I /O
I /O
I/ O
µC
DEVICE
GND
A/ D
DIGITAL
GND
Vcc
IN
I /O
GND
I /O
I /O
I /O
A/ D
IN
DEVICE
GND
ANALOG
GND
COMMON
MODULE GND
GND SEPARATED
ANALOG GND
DIGITAL GND
MODULE GND
CHASSIS
CHASSIS
Figure 57
GND concept .vsd
GND Definition
The BTF3050TE has no separate pin for power and logic ground. GND pin acts as both the power ground
sourcing all the load current from the device as well as the ground for the supply and input pins. It is therefore
important that the ground shift between the ground connection of the VDD, VIN and SRP pins and the OUT pins
is referenced to the same GND point.
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Device Information
9.2
SRP Pin
To minimize the offset between the ground connection of the slew rate resistor and the ground pin of the
device, it is recommended to place the resistor RSRP as close as possible between the SRP pin and GND pin to
avoid any influence of GND shift on the functionality of the SRP pin.
Parasitic capacitance between SRP pin and OUT pin (CSRP_OUT) should be also be minimized as VOUT changes
while switching which might affect the slew rate. CSRP_OUT values as low as a few pF can affect the slew rate.
Also, the maximum capacitance between the SRP line and GND (CSRP_GND) has to be less than 100pF. This
includes any capacitance between SRP line and GND, be it parasitic or otherwise. An alternate plausible
method is to maintain a maximum SRP settling time of 2.5µs. This has to be considered by a proper layout also
taking into account of parasitic capacitors. It is recommended to not let the SRP pin floating. A maximum of
200kΩ to GND is recommended.
9.3
Input Pin
Figure 58 shows the input circuit of the BTF3050TE. The internal pull down ensures that the device switches
off when the input pin is open. A Zener structure protects the input circuit against ESD pulses. As the
BTF3050TE has a supply pin, the RDS(ON) of the power MOS is independent of the voltage on the IN pin
(assuming VDD is sufficient).
RIN
Logic
IN
ON/OFF
I IN
ESD
V uC
V IN
RIN(GND)
GND
Input.emf
Figure 58
Simplified Input Circuitry
Also, to be noted from Figure 58 is the point where VIN is specified - at the input pin of the device. If a RIN is used
then care has to be taken of the voltage drop across it. Although this is not specifically required by BTF3050TE,
it may be used to limit currents to and from the microcontroller.
The input pin is ESD protected and also stable with respect to transients as long as they are not comparable
to tON and tOFF. Since delays, tDON and tDOFF, are a big portion of the total tON and tOFF, transients as long as
0.5*tOFF do not disturb the output.
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Device Information
9.4
Supply Pin
Figure 59 shows the circuitry for the supply pin. It is also protected against ESD pulses through a Zener diode.
The device supply is not internally controlled but directly taken from an external supply. Therefore, a reverse
polarity protected and buffered 5V (or 3.3V) supply is required. To achieve a reasonable RDS(ON) and the
specified switching speed, a 5V (or 3.3V) supply is required.
3.0V .. 5.5 V
VDD
ESD
Logic &
Driver
protection
GND
Supply_Stage.emf
Figure 59
Supply Circuit
9.5
Threshold Region
The undefined region contains the switching thresholds for ON and OFF. The exact value VTH where this
switching takes place is unknown and depends on the device manufacturing process and temperature. To
avoid cross-talk and parasitic switching, hysteresis is implemented. This ensures a certain immunity to noise.
This noise immunity can be defined, assuming that the exact turn ON and turn OFF thresholds are known. As
an example, a rising or falling signal with parasitic noise will see several ON / OFF states before going to a
stable state. Figure 60 gives an example of this situation. At turn ON, the parasitic noise is sufficiently intrusive
to turn the device ON and OFF. At turn OFF, the parasitic noise is filtered by the hysteresis circuitry. The bigger
the hysteresis, the higher the immunity to noise, but the difference between VIN(H)_MIN and VIN(L)_MAX also
increases, limiting the application's range. BTF3050TE has a hysteresis voltage of 200mV.
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Device Information
VIN
VIN(hysteresis)
VTH
t
OFF
ON
Figure 60
ON
OFF
OFF
parasitic input voltage.vsd
Benefit of the Hysteresis for Immunity to Noise
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Device Information
9.6
Thermal Performance of Package
The overall thermal performance of a PG-TO252 (DPAK) package is characterized by a junction to ambient
thermal resistance RthJA. The RthJA can be calculated using Equation (9.1)
(9.1)
R thJA = R thJC + R thCS + R thS + R thSA
Figure 61
Thermal Model
When mounting the package on a heatsink, it is important to consider the interface resistance RthCS. In an ideal
case, this is zero. In real applications, however, there will be a small air gap because of these three factors:
•
Package and heatsink are never perfectly smooth.
•
Package and heatsink are never perfectly flat.
•
Misalignment of package due to imperfect mounting
This means that RthCS will always exceed zero.
In many applications, the package must be electrically insulated from its mounting surface. The insulation has
a comparatively high thermal resistance, which raises junction operating temperatures.
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Appendix
10
Appendix
10.1
Power Loss Calculation
Referring back to Chapter 6.4.1 and Figure 33, the power losses P in the device were defined as:
(10.1)
P = V DS × I L = V OUT × I L
Now to express VOUT and IL in terms of known parameters, we can express IL in terms of Equation (10.2)
V BAT
I L = ---------------------R L + R DS
(10.2)
and VOUT in terms of Equation (10.3)
R DS
V OUT = I L × ----------------------R L + R DS
(10.3)
Substituting Equation (10.2) and Equation (10.3) in Equation (10.1) gives us:
2
V BAT × R DS
P = -------------------------------2
( R L + R DS )
(10.4)
which is the same as Equation (6.4). Now to calculate the PMATCH we note that in Figure 33, PMATCH is the peak
of the power curve as in the mathematical maxima of the function P as defined in Equation (10.4) above.
Hence to calculate the maxima with respect to RDS we differentiate the function and equate to zero.
2
⎛ R DS × V BAT ⎞
dP
-⎟ = 0
= d ⎜ -------------------------------d R DS
d R DS ⎝ ( R + R ) 2 ⎠
L
(10.5)
DS
which gives us:
2
d( R L + R DS )
dR
( R L + R DS ) × DS – R DS ×
= 0
d R DS
d R DS
2
(10.6)
which on solving leads to:
(10.7)
R DS = R L
Thus at the point of maximum power dissipation by the device, PMATCH the RDS, which has been decreasing
during
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Appendix
switching ON, is equal to RL. The opposite is true for switching OFF when the increasing value of RDS matches
the RL and gives the same maximum power peak PMATCH during switch OFF. Replacing RDS = RL in
Equation (10.4)/Equation (6.4) gives us back Equation (6.5).
2
V BAT
P = --------------4 × RL
10.2
(10.8)
Demagnetization Energy
To calculate the demagnetization energy in a HITFET+, refer to
VIN
VBAT
ZL
IOUT
t
IL
OUT (DMOS Drain)
VOUT
t
VOUT
VOUT(CLAMP)
GND ( DMOS Source)
IGND
VBAT
t
Figure 62
Output Clamp Circuitry
The Equation for the clamp circuit can be written as:
–L×
dI
– I × R + V BAT – V OUT = 0
dt
(10.9)
which can be simplified to be written as:
V BAT – V OUT = L ×
(10.10)
dI
+I×R
dt
Solving this differential equation gives us:
V BAT – V OUT V OUT
–R × t ⁄ L
I = --------------------------------- – -------------- × e
R
R
(10.11)
Using this, we can calculate the time t1 it takes for the current to go down to zero.
V BAT – V OUT V OUT
–R × t1 ⁄ L
- – -------------- × e
0 = --------------------------------R
R
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(10.12)
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Appendix
which gives t1 as:
V OUT
L
t 1 = ---- × ln ⎛ --------------⎞
⎝ V BAT⎠
R
(10.13)
Now EAS can be written as
E AS =
t
∫0 ( V(t) × I(t) )dt
(10.14)
From Figure 62, it can be seen that V(t) during clamping switch off can be assumed to be VOUT(CLAMP) whereas
I(t) can be taken to be Equation (10.11). Thus Equation (10.14) becomes:
V OUT ( CLAMP ) × ∫
t1
0
V BAT – V OUT ( CLAMP ) V OUT ( CLAMP )
–R × t ⁄ L
dt
------------------------------------------------------ – ---------------------------------- × e
R
R
(10.15)
Solving this gives us:
V BAT – V OUT ( CLAMP )
V OUT ( CLAMP )
V BAT
L
E AS = V OUT ( CLAMP ) × ---- × ------------------------------------------------------ × ln ⎛ ------------------------------------------------------⎞ + ------------⎝ V BAT – V OUT ( CLAMP )⎠
R
R
R
(10.16)
Using VBAT/R = IL, load current in the normal operation, in the Equation (10.16):
V BAT – V OUT ( CLAMP )
IL × R
L
⎞ +I
E AS = V OUT ( CLAMP ) × ---- × ------------------------------------------------------ × ln ⎛⎝ 1 – -----------------------------------------------------L
R
R
V BAT – V OUT ( CLAMP )⎠
(10.17)
which is the same as Equation (5.2).
10.3
PWM Duty Cycle Calculation
To maintain constant power across a heating load during PWM, the following can be written:
2
2
V BAT
V PWM
---------------- × d = -----------------RL
RL
(10.18)
Equation (10.18) simply equates the power dissipated across the load in 2 different ways. Here, VPWM is the
root mean square voltage across the heating load during the PWM. Cancelling out RL gives us
Equation (5.1)/Equation (10.19).
2
V PWM
d = ----------------2
V BAT
Application Note
(10.19)
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Revision History
11
Revision History
Revision
Date
Changes
Rev 1.0
2015-01-12
Application Note released
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(MWO) of Applied Wave Research Inc., OmniVision™ of OmniVision Technologies, Inc. Openwave™ Openwave
Systems Inc. RED HAT™ Red Hat, Inc. RFMD™ RF Micro Devices, Inc. SIRIUS™ of Sirius Satellite Radio Inc.
SOLARIS™ of Sun Microsystems, Inc. SPANSION™ of Spansion LLC Ltd. Symbian™ of Symbian Software
Limited. TAIYO YUDEN™ of Taiyo Yuden Co. TEAKLITE™ of CEVA, Inc. TEKTRONIX™ of Tektronix Inc. TOKO™ of
TOKO KABUSHIKI KAISHA TA. UNIX™ of X/Open Company Limited. VERILOG™, PALLADIUM™ of Cadence Design
Systems, Inc. VLYNQ™ of Texas Instruments Incorporated. VXWORKS™, WIND RIVER™ of WIND RIVER SYSTEMS,
INC. ZETEX™ of Diodes Zetex Limited.
Last Trademarks Update 2011-11-11
Application Note
70
Rev.1.0 2015-01-12
Trademarks of Infineon Technologies AG
AURIX™, C166™, CanPAK™, CIPOS™, CIPURSE™, CoolGaN™, CoolMOS™, CoolSET™, CoolSiC™, CORECONTROL™, CROSSAVE™, DAVE™, DI-POL™, DrBLADE™,
EasyPIM™, EconoBRIDGE™, EconoDUAL™, EconoPACK™, EconoPIM™, EiceDRIVER™, eupec™, FCOS™, HITFET™, HybridPACK™, ISOFACE™, IsoPACK™, iWafer™, MIPAQ™, ModSTACK™, my-d™, NovalithIC™, OmniTune™, OPTIGA™, OptiMOS™, ORIGA™, POWERCODE™, PRIMARION™, PrimePACK™,
PrimeSTACK™, PROFET™, PRO-SIL™, RASIC™, REAL3™, ReverSave™, SatRIC™, SIEGET™, SIPMOS™, SmartLEWIS™, SOLID FLASH™, SPOC™, TEMPFET™,
thinQ!™, TRENCHSTOP™, TriCore™.
Other Trademarks
Advance Design System™ (ADS) of Agilent Technologies, AMBA™, ARM™, MULTI-ICE™, KEIL™, PRIMECELL™, REALVIEW™, THUMB™, µVision™ of ARM Limited,
UK. ANSI™ of American National Standards Institute. AUTOSAR™ of AUTOSAR development partnership. Bluetooth™ of Bluetooth SIG Inc. CAT-iq™ of DECT
Forum. COLOSSUS™, FirstGPS™ of Trimble Navigation Ltd. EMV™ of EMVCo, LLC (Visa Holdings Inc.). EPCOS™ of Epcos AG. FLEXGO™ of Microsoft
Corporation. HYPERTERMINAL™ of Hilgraeve Incorporated. MCS™ of Intel Corp. IEC™ of Commission Electrotechnique Internationale. IrDA™ of Infrared Data
Association Corporation. ISO™ of INTERNATIONAL ORGANIZATION FOR STANDARDIZATION. MATLAB™ of MathWorks, Inc. MAXIM™ of Maxim Integrated
Products, Inc. MICROTEC™, NUCLEUS™ of Mentor Graphics Corporation. MIPI™ of MIPI Alliance, Inc. MIPS™ of MIPS Technologies, Inc., USA. muRata™ of
MURATA MANUFACTURING CO., MICROWAVE OFFICE™ (MWO) of Applied Wave Research Inc., OmniVision™ of OmniVision Technologies, Inc. Openwave™ of
Openwave Systems Inc. RED HAT™ of Red Hat, Inc. RFMD™ of RF Micro Devices, Inc. SIRIUS™ of Sirius Satellite Radio Inc. SOLARIS™ of Sun Microsystems,
Inc. SPANSION™ of Spansion LLC Ltd. Symbian™ of Symbian Software Limited. TAIYO YUDEN™ of Taiyo Yuden Co. TEAKLITE™ of CEVA, Inc. TEKTRONIX™ of
Tektronix Inc. TOKO™ of TOKO KABUSHIKI KAISHA TA. UNIX™ of X/Open Company Limited. VERILOG™, PALLADIUM™ of Cadence Design Systems, Inc.
VLYNQ™ of Texas Instruments Incorporated. VXWORKS™, WIND RIVER™ of WIND RIVER SYSTEMS, INC. ZETEX™ of Diodes Zetex Limited.
Trademarks Update 2014-07-17
www.infineon.com
Edition 2015-01-12
Published by
Infineon Technologies AG
81726 Munich, Germany
© 2014 Infineon Technologies AG.
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