CISPR 25 Tested Automotive Tail Light Reference Design

TI Designs
CISPR 25 Tested Automotive Tail Light Reference Design

for Step-Up and Linear LED Driver-Based Systems
Design Overview Design Features

This TI Design details a solution for an automotive • Efficiency-Optimized Design
LED tail-light application (tail light, stop light, turn • CISPR 25 Tested EMI and EMC
signal, and reverse light). This design uses the
TPS92630-Q1 linear LED driver powered by an • Stays Out of AM Band
upstream-boost converter (TPS40210-Q1) that is • Load-Dump Tolerant
directly supplied through a smart reverse-battery diode • Operation Through Cold Crank
off of the automotive-battery voltage. The design guide
includes EMI and EMC radiation and pulse tests • Smart Reverse-Battery Protection
conducted using CISPR 25 and ISO 7637-2 standards,
Featured Applications
and highlights potential cost savings and efficiency
(power dissipation and system thermals). For a similar • Automotive Tail Light
design with the TPS92630-Q1 driven by a buck • Automotive Front Lighting
converter, see TIDA-00677. For a similar design with
the TPS92630-Q1 driven directly from a car battery, • Automotive Interior Lighting
see TIDA-00679.
Design Resources
TIDA-00678 Design Folder

TPS92630-Q1 Product Folder
TPS40210-Q1 Product Folder
LM74610-Q1 Product Folder
TLC555-Q1 Product Folder
ASK Our E2E Experts
Tail and Brake Light
V Reverse Battery LED Driver

bat 3 x string
Protection TPS92630-Q1
LM74610-Q1
V Reverse Battery
bat Protection
LM74610-Q1 Turn Light
Boost Converter LED Driver 3 x string

EMI Filter
TPS40210-Q1 TPS92630-Q1
Clock TLC555-Q1
V Reverse Battery
bat
Protection
LM74610-Q1
LED Fault and
Faults Reporting
Over Voltage Turn Reverse Light

Off
V Reverse Battery LED Driver 3 x string

bat
LM74610-Q1
Copyright © 2016, Texas Instruments Incorporated
An IMPORTANT NOTICE at the end of this TI reference design addresses authorized use, intellectual property matters and other
important disclaimers and information.
All trademarks are the property of their respective owners.
TIDUBP2A – June 2016 – Revised September 2016 CISPR 25 Tested Automotive Tail Light Reference Design for Step-Up and 1
Submit Documentation Feedback Linear LED Driver-Based Systems
LED Module System Specifications www.ti.com
1 LED Module System Specifications

Table 1 shows the LED system specifications.
Table 1. LED Module System Specifications

PARAMETER COMMENTS MIN TYP MAX UNIT
System input and output
Operating-input
VIN Battery-voltage range. Outputs are functional (DC) 5 13.5 16 V
voltage
Maximum-input Maximum-battery voltage on the module without
VIN_MAX 45 V
voltage device damage (for example: load dump)
VOUT_MAX Output voltage Maximum output voltage at VIN 16.76 V
VTR Transient immunity Load dump (ISO 7637-2) 45 V
Minimum input
VIN_MIN Cold crank (ISO 7637-2) 5 V
voltage
VREV Reverse voltage Reverse-polarity protection –42 V
Maximum-input
IIN_MAX All outputs at full load (150mA) 6 A
current
Maximum-output
IOUT MaxS Maximum current per string 150 mA
current
VOUT_OFF Output off Turn output off at input over voltage 17 V
LED Open and short detect LED open and short detection Yes
LED Single short detect LED single-short detection No
Onboard voltages
Output-voltage
VBoost_Out TP3, U5, TPS40210-Q1 17 V
boost converter
Voltage at reverse-
VTP1 battery protection TP1, LM74610-Q1 VIN V
output
Voltage π- filter
VTP2 TP2 VIN V
output
Output-linear
VLDO U9, TPS7A1633, comparator and clock supply 3.3 V
regulator
Oscillator
fOSCB Boost converter, U5, TPS40210-Q1 470 kHz
frequency
Oscillator
fOSCTurn U6, TLC555-Q1, clock generator 0.5 Hz
frequency
Thermal
TA Temperature range Operating-ambient temperature –40 105 ºC
Pulse tolerance
Load dump Thermal shutdown
Cold crank Operational
Jump start Thermal shutdown
EMI tolerance
Meets or exceeds the CISPR 25 class 3
and 5 requirements
Baseboard
Number of layers Two layers, double-side populated
Form factor 112 mm × 62 mm
2 CISPR 25 Tested Automotive Tail Light Reference Design for Step-Up and TIDUBP2A – June 2016 – Revised September 2016
Linear LED Driver-Based Systems Submit Documentation Feedback
www.ti.com System Description
2 System Description
The CISPR 25 system was designed as a complete solution for a TPS92630-Q1 automotive-linear LED
driver tail-light application, including key peripherals like voltage conditioning (preboost) and reverse-
battery protection. Consider the following points:
• The design is compliant with the CISPR 25 radiated- and conducted-emissions automotive EMI
standards.
• Satisfy power requirements for three TPS92630-Q1 devices, each driving three strings of LEDs for tail,
brake, turn, and reverse lights.
• Operate over the full range of battery conditions.
– VIN (min) down to 5 V simulating a cold-crank condition (ISO 7637-2:2004 pulse 4)
– VIN (max) up to 16 V simulating the upper range of normal-battery operation
• Survive and continue (or switch off, depending on configuration) operation through:
– Load dump (ISO 7637-2:2004 pulses 5a)
– Double-battery condition
• Implement a reverse-battery protection scheme with minimal loss for the system.
– The system must properly respond to a reverse-battery polarity event and shut down appropriately.
• Protect the output against shorts to the battery and GND voltage.
• Optimize the individual blocks for the lowest power dissipation and the highest efficiency.
• Lay out the board to minimize the footprint of the solution while maintaining high performance.
• Provide a flexible-board interface to mate to a custom board through screw terminals or receptacles
(J8).
• Provide power for the TLC555-Q1.
• The system must maintain a constant output voltage over the full DC range of battery conditions
specified in OEM or ISO 16750-2 standards.
System Description www.ti.com
Many tail-light applications in vehicles may or may not need to maintain operation during cold crank and
load dump, have high efficiency, and be CISPR 25 EMI and EMC compliant. Figure 1 is an example block
diagram of the tail-light system.
Reverse Battery LED Driver

Tail enable 3 x 6 Amber
Protection TPS92630-Q1 LEDs
LM74610-Q1
Reverse Battery
Brake enable Protection
3 x 6 Yellow
Header
Boost Converter LED Driver
Header
EMI Filter
TPS40210-Q1 TPS92630-Q1 LEDs
Clock TLC555-Q1
Reverse Battery
Turn enable Protection
LM74610-Q1
LED Fault and
Faults Reporting

Off
Reverse Battery LED Driver

Reverse enable
Protection TPS92630-Q1 3 x 3 White LEDs
LM74610-Q1
Figure 1. Tail-Light System Driven Off of a Battery
The orange blocks are components found on the TIDA-00678 board. The blocks cover most monitoring
and power requirements of Figure 1.
Figure 1 also features reverse-battery protection, EMC filtering, voltage conditioning, and a linear LED
driver. Because length of strings vary from application to application, LEDs are not included.
www.ti.com Block Diagram
3 Block Diagram
Figure 2 shows the LED block diagram.
V Reverse Battery LED Driver

bat 3 x string
LM74610-Q1
V Reverse Battery
bat Protection
Boost Converter LED Driver 3 x string

EMI Filter
TPS40210-Q1 TPS92630-Q1
Clock TLC555-Q1
V Reverse Battery
bat
Protection
LM74610-Q1
LED Fault and
Faults Reporting

Off
V Reverse Battery LED Driver 3 x string

bat
LM74610-Q1
Figure 2. Step-Up and Linear LED Driver Block Diagram
3.1 Highlighted Products

This design uses the TI products in Section 3.1.1, Section 3.1.2, Section 3.1.3, Section 3.1.4, and
Section 3.1.5. For more information on each of these devices, see the product folders at www.ti.com.
Block Diagram www.ti.com
3.1.1 TPS92630-Q1
The TPS92630-Q1 device is a linear LED driver that has three channels, analog, and PWM dimming
controls. Because the TPS92630-Q1 has full-diagnostic and built-in protection capabilities, it is the ideal
device for lighting applications with variable-intensity LEDs up to a medium-power range. Figure 3 is a
block diagram of the TPS92630-Q1.
VBAT
VIN
TEMP Thermal Voltage Current

Control Reference Regulator
IOUT1
REF Current IOUT2
Reference IOUT3
RREF
PWM1 VREF
PWM2 VSNS1
PWM3 Voltage VSNS2
Control Logic
Comparator
FAULT VSNS3
FAULT_S
GND
Figure 3. TPS92630-Q1 Linear LED Block Diagram
• The TPS92630-Q1 has a 450-mA maximum-output current (150 mA per channel). This design uses a
maximum of 100 mA per channel (for IOUT1, IOUT2, IOUT3). If the brake light is turned on, the IOU1
channel delivers 150 mA.
• The PWM1, PWM2, PWM3 inputs for the tail, brake, turn, and reverse lights are tied together and
connected to the VIN pin to make the device operate at 100% duty cycle.
• The PWM inputs are tied together for the turn indicator and can be connected through jumper J5 to the
LDO output to enable 100% duty cycle, or to the TLC555-Q1 clock device to enable blinking operation.
• The REF pin is tied through a 1.21-kΩ resistor to GND to set a 100-mA output current per LED string.
If the brake light is turned on, a 2.43-kΩ resistor is paralleled to move the current to 150 mA.
• The FAULT pin is used to report general faults as open, short, and thermal shutdown.
• The FAULT_S pin is not used.
• The TEMP pin is not used and is tied to GND.
• VSNS1, VSNS2, VSNS3 are not used due to long strings.
• Wide-input voltage range (5 V to 16 V and 45-V transients) is required to operate directly off of the
battery to withstand load dump and operate through cold-crank and start-stop conditions.
3.1.2 TPS40210-Q1
The TPS40210-Q1 and TPS40211-Q1 devices are boost controllers that use a wide-input voltage
(4.5 V to 52 V) and are nonsynchronous. The boost controllers are suitable for topologies that require a
grounded source N-channel field-effect transistor (FET) including boost, flyback, SEPIC, and various LED-
driver applications. The device features include programmable-soft start, overcurrent protection with
automatic retry, and a programmable-oscillator frequency. Current-mode control provides improved-
transient response and simplified-loop compensation. Figure 4 shows the wide-input boost controller.
DIS/EN 3
COMP 4 10 VDD
_
FB 5
+
+
LDO 9 BP
SS 2
E/A 700 mV
Soft start SS Ref
and
overcurrent
Driver
OC Fault
PWM Logic 8 GDRV
Enable E/A
6 GND
Gain = 6
+
+
Oscillator and _
RC 1 slope
compensation
OC Fault 7 ISNS
150 mV
UVLO
+
LEB
UDG-07107
Figure 4. 4.5- to 52-V Input, Current-Mode Boost Controller
• A wide input-voltage range is required to operate directly off of the battery to withstand load dump and
operate through cold-crank and start-stop conditions.
• The TPS40210-Q1 switches nominally at 470 kHz (RC pin configuration) below the AM-radio band.
Automotive designs require DC-DC converters to switch outside of the AM-radio band.
• The TPS40210-Q1 is dimensioned to deliver 2 A of output current. The design uses a maximum of
approximately 1.05 A to provide headroom.
• A 2.2-nF soft-start capacitor is added for the initial start-up time and recovery from a short circuit.
• The DIS/EN pin is connected through a momentary switch to VIN to reset the circuit.
• A resistor (R6) is added for the GDRV gate-driver output to shape the switching waveform for EMC
reasons.
• ISNS is through a 1-kΩ, 100-pF snubber network connected to a 0.1-Ω, 1% current-sense resistor for
EMC reasons.
Block Diagram www.ti.com
• To make the device work at lower input voltages (for example: 3 V), VDD can be supplied through a
diode from the output (split-rail supply, not shown in Figure 4).
• Small 5.05 mm × 3.1 mm MSOP power packages, inductors, FETs, sense resistors, diodes, and input
and output capacitors are required components.
• A high level of integration (MSOP package) is crucial in applications that are space constrained.
3.1.3 LM74610-Q1
The LM74610-Q1 is a controller device that can be used with an N-Channel MOSFET in protection
circuitry with reverse polarity (see Figure 5). The LM74610-Q1 is designed to drive an external MOSFET
to emulate an ideal-diode rectifier when connected in series with a power source. A unique advantage of
this scheme is that it is not referenced to the ground and has zero quiescent current (IQ).
Input Output
S D
ANODE GATE DRIVE GATE PULL DOWN CATHODE

11.5 V
VCAPL
LOGIC
Reverse Battery
VCAPH Charge Shut Off
Pump
Figure 5. LM74610-Q1 Zero IQ Reverse-Polarity Protection Smart-Diode Controller
The LM74610-Q1:
• Controls an external NFET in series with the battery-supply input to act as an ideal diode, reducing
voltage drop and power loss as opposed to a discrete-diode solution
• Quickly turns off the FET when a reverse-battery condition is detected, isolating and protecting
downstream circuitry
• Satisfies the requirement for reverse-battery protection down to –42 V
• Has no ground reference, leading to almost a zero IQ operation. This helps the subsystem draw less
standby current from the battery.
The small voltage drop across the FET provides more input-voltage headroom for the wide-VIN boost
converter and reduced power dissipation.
3.1.4 TLC555-Q1
The TLC555-Q1 is a monolithic timing circuit fabricated using the TI LinCMOS™ process. The timer,
shown in Figure 6, is fully compatible with CMOS, TTL, and MOS logic and operates at frequencies of up
to 2 MHz. This device uses smaller timing capacitors than the NE555 because it has high-input
impedance; more accurate time delays and oscillations are possible. Power consumption is low across the
full range of power-supply voltage.
CONT RESET
5 4
V DD
8
R
6 R1
THRES 3
R 1 OUT
2
TRIG
R
7
DISCH
1
GND
Figure 6. LinCMOS™ Timer
The TLC555-Q1:
• Generates a 0.5-Hz clock signal for the turn-indicator LED string
• Has an operating voltage range of 2 V to 15 V
• Is supplied by the 3.3-V LDO to generate a 3.3-V square-wave output.
• Is attached to the PWM input pins of the U7 turn-indicator (TPS92630-Q1)
• Has low power consumption
• Has low supply currents that reduce spikes during output transitions
The TLC555-Q1 has a trigger level equal to approximately one-third of the supply voltage and a threshold
level equal to approximately two-thirds of the supply voltage. These levels can be altered by using the
control-voltage terminal (CONT). When the trigger input (TRIG) falls below the trigger level it sets the flip-
flop and the output goes high. Having TRIG above the trigger level and the threshold input (THRES)
above the threshold level resets the flip-flop, and the output is low. The reset input (RESET) can override
all other inputs, and a possible use is to initiate a new timing cycle. RESET going low resets the flip-flop,
and the output is low. When the output is low, a low-impedance path exists between the discharge
terminal (DISCH) and GND.
Automotive EMC and EMI Standards www.ti.com
3.1.5 TPS7A1633-Q1
Figure 7 shows the TPS711633-Q1 LDO voltage regulator.
IN OUT
UVLO Pass
Device
Thermal
Shutdown
Current
Limit
Error
Enable Amp
FB
EN
PG
Power
Good
Control
DELAY
Figure 7. Low-Dropout Voltage Regulator
• The TPS7A1633-Q1 is a wide-VIN linear regulator used to produce a supply voltage of 3.3 V for the
overvoltage-turnoff comparator, clock generator, and the fault LED.
• This device is operable because of the low drop-out capability in cold-crank conditions (5 V).
• A 22-µF capacitor is added to the output for stability.
• EN (enable) is tied through a 10-kΩ resistor to IN.
• PG (power good) is not used in this design.
4 Automotive EMC and EMI Standards

This TI Design is compliant with EMC and EMI standards that are important to automotive customers.
There are many important standards and tests, but the focus is on the standards and tests that are most
applicable to off-battery power supplies: ISO 7637-2, ISO 16750-2, and CISPR25. Auto manufacturers
have internal standards for EMC, but these are often based on international ISO and IEC standards.
Usually, only a few parameters of different tests or limits are changed, but the essence of the
requirements are the same.
4.1 ISO 7637-2

ISO 7637 is titled “Road vehicles – Electrical disturbances from conduction and coupling,” and part two is
“Electrical transient conduction along supply lines only.” Because the design is a subsystem where power
comes directly from the supply lines (car battery), ISO 7637 part two is relevant. The standard defines a
test procedure, including the description of test pulses, to test the susceptibility of an electrical subsystem
to transients that could be harmful to its operation. More details about the pulses used in this design are
provided in the following sections.
www.ti.com Automotive EMC and EMI Standards
4.1.1 ISO 7637-2 Pulse 5a (Load Dump)

This section is based on the standard, “This test is a simulation of load dump transient, occurring in the
event of a discharged battery being disconnected while the alternator is generating charging current and
with other loads remaining on the alternator circuit at this moment … Load dump may occur on account of
a battery being disconnected as a result of cable corrosion, poor connection or of intentional disconnection
with the engine running.” This pulse was moved from ISO 7637 to ISO 16750 (detailed in Section 4.2), but
for historical reasons it is still grouped with the ISO 7637-2 pulses (see Figure 8).
NOTE: The control unit must be able to withstand the high energy and high voltage of the load-
dump event.
U
td
tr
0.9 U s
Us
0.1 U s
UA
0 t
Figure 8. Load-Dump Pulse
4.1.2 Related Standards

As detailed in Section 4, OEMs (and other standards organizations) maintain versions of these pulses in
their standards. Usually, the pulses have different parameters depending on the OEM, but they can be the
same.
4.2 ISO 16750-2

ISO 16750 is titled “Road vehicles – Environmental conditions and testing for electrical and electronic
equipment," and part 2 is “Electrical loads.” One way to think of this standard is that it defines a series of
supply-voltage quality events—variations of the battery-supply voltage under various conditions. These
conditions, for the most part, are not harmful to the electrical subsystem, but can affect the state of
operation. The tests in this standard are designed to see how the subsystem behaves before, during, and
after these events. The required behavior can be classified into multiple functional classes.
• Functional Class A
– All functions of the device or the system perform as designed during and after the test.
• Functional Class B
– All functions of the device or the system perform as designed during the test. However, one or
more functions may go beyond the specified tolerance. All functions automatically return within
normal limits after the test. Memory functions shall remain Class A.
• Functional Class C
– One or more functions of the device or the system do not perform as designed during the test, but
automatically return to normal operation after the test.
• Functional Class D
– One or more functions of the device or the system do not perform as designed during the test and
do not return to normal operation after the test until the device or the system is reset by a “operator
or use” action.
• Functional Class E
– One or more functions of the device or the system do not perform as designed during and after the
test and cannot be returned to proper operation without repairing or replacing the device or the
system.
The standards define different tests, but only a small subset of the tests apply to this design. Only the
cold-crank, reverse-battery, jump-start, and load-dump results are shown in this document.
4.2.1 ISO 16750-2: 4.3.1.2 Jump Start

Figure 9 shows the supply that went through the subsystem during the jump start, where two 12-V
batteries are connected to the supply lines in a series. This is an overvoltage condition that is sustained
for a period of time.
Vmax
tr < 10 ms
tf < 10 ms
t1 = 60 seconds
Vmax = 26 V
Vmin = 10.8 V
Vmin
tr t1 tr t2
Figure 9. Jump-Start Profile
Functional Class C is the requirement for this test.
4.2.2 ISO 16750-2: 4.7 Reversed Voltage

This section is based on the standard, “This test checks the ability of a DUT to withstand against the
connection of a reversed battery in case of using an auxiliary starting device.” Figure 10 shows the
reverse-battery pulse referenced in this section.
0V
t1 < 10 ms (rise and fall times)

t2 < 60 seconds
Vbat = t14 V
Vbat
t1 t2 t3
Figure 10. Reverse-Battery Pulse
The subsystem does not need to operate during this event, but upon removing the reverse-polarity and re-
establishing the normal supply voltage (12 V), the subsystem can satisfy Functional Class A.
4.2.3 Cranking Profiles

Cranking tests simulate the drop in supply voltage when the engine is started due to the large current
draw of the starter motor. The voltage levels are dependent on the temperature of the car during start-up,
with severe cold leading to the largest drop in voltage (cold crank). Though the profile looks similar for all
OEMs, the voltage levels can vary from standard to standard. Figure 11 shows an example of a cold start,
and Table 2 shows the parameters for a cold start.
V t test
a b c
V
B
1/f
V
A VR
V
S
V
T
tf t4 t5 t6 t7 t8 tr t
Figure 11. Example of Cold Start
Table 2. Example Parameters for Cold Start

PARAMETER NORMAL TEST PULSE SEVERE TEST PULSE
VB 11.0 V 11.0 V
VT 4.5 V (0%, –4%) 3.2 V + 0.2 V
VS 4.5 V (0%, –4%) 5.0 V (0%, –4%)
VA 6.5 V (0%, –4%) 6.0 V (0%, –4%)
VR 2V 2V
tf ≤ 1 ms ≤ 1 ms
t4 0 ms 19 ms
t5 0 ms ≤ 1 ms
t6 19 ms 329 ms
t7 50 ms 50 ms
t8 10 s 10 s
tr 100 ms 100 ms
f 2 Hz 2 Hz
4.3 CISPR 25
CISPR 25 is the automotive EMI standard that most OEMs reference for requirements. The title of the
standard is, “Vehicles, boats and internal combustion engines – Radio disturbance characteristics – Limits
and methods of measurement for the protection of on-board receivers.” The purpose of the standard is to
limit the amount of emissions from a subsystem in several frequency bands to ensure it does not interfere
with other systems that intentionally operate in those bands.
For example, an AM radio receiver is tuned to a specific frequency (for example 710 kHz), picking up the
signal of a radio station on that frequency. The radio receives and amplifies the signals intended for AM
radio broadcast on that frequency. However, if another system on the car is unintentionally emitting large
quantities of energy (noise) at that frequency, it impedes the ability of the radio to cleanly resolve the
signal of the radio station, and the user may hear noise in the signal, or obscure the intentional signal
altogether. Standards like CISPR 25 are specifically designed to avoid this by setting acceptable limits on
these systems. OEMs will define limits, but CISPR 25 contains examples.
The testing and limits are split into two separate types of emissions: conducted and radiated. Conducted
emissions are coupled onto supply lines directly through conductors (such as traces or wires), and
radiated emissions are emitted as EM waves and can be picked up by intentional and unintentional
antennas on other systems.
The test procedures, relevant-frequency bands, and limits are different for both types of emissions, but the
basics are similar: the device under test (DUT) is placed in an isolated room or chamber and set up in a
well-defined, reproducible-electrical setup. All other possible emitters are removed from the chamber and
the DUT is turned on and then allowed to operate normally. The DUT is powered through an artificial
network (LISN) and loaded through its normal operation. A spectrum analyzer is used to measure the DUT
emissions across different frequencies (through the LISN or from an antenna) and compares the
emissions against the CISPR 25 limits. Both the peak and average values of the emissions are measured,
and both must pass. Finally, the level of passing falls into several categories, or classes, that have
different limits. OEMs define which class a specific subsystem must satisfy.
4.3.1 Conducted Emissions

The test setup is outlined in the official CISPR 25 documentation (see the figured titled Conductied
emissions – Test layout for ignition system components in [9 ]).
See the official documentation for further information about the test setup. Conducted-emissions testing is
done only in the lower-frequency bands for the standard. The limits are defined in the CISPR 25
documentation shown in Table 3 and Table 4.
Table 3. Peak and Quasi Peak Limits

LEVELS IN dV (µV)
SERVICE OR FREQUENCY CLASS 1 CLASS 2 CLASS 3 CLASS 4 Class 5
BRAND (MHz)
QUASI QUASI QUASI QUASI QUASI
PEAK PEAK PEAK PEAK PEAK
Broadcast
LW 0.15 to 0.30 110 97 100 87 90 77 80 67 70 57
MW 0.53 to 1.8 86 73 78 65 70 57 62 49 54 41
SW 5.9 to 6.2 77 64 71 58 65 52 59 46 53 40
FM 76 to 108 62 49 56 43 50 37 44 31 38 25
TV Band 1 41 to 88 58 52 46 40 34
TV Band 3 174 to 230
DAB 3 171 to 245
TV Band 4
468 to 944
and 5 Conducted emission. Voltage method is not applicable.
DTTV 470 to 770
DAB L Band 1447 to 1494
SDARS 2320 to 2345
Mobile services
CB 26 to 28 68 55 62 49 56 43 50 37 44 31
VHF 30 to 54 68 56 62 49 56 43 50 37 44 31
VHF 68 to 87 62 49 56 43 50 37 44 31 38 25
Table 4. Average Limits

LEVELS IN dV (µV)
SERVICE OR FREQUENCY
CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5
BAND (MHz)
AVERAGE AVERAGE AVERAGE AVERAGE AVERAGE
Broadcast
LW 0.15 to 0.30 90 80 70 60 50
MW 0.53 to 1.8 66 58 50 42 34
SW 5.9 to 6.2 57 51 45 39 33
FM 76 to 108 42 36 30 24 18
TV Band 1 41 to 88 48 42 36 30 24
TV Band 3 174 to 230
DAB 3 171 to 245
TV Band 4 and 5 468 to 944
Conducted emission. Voltage method is not applicable.
DTTV 470 to 770
DAB L Band 1447 to 1494
SDARS 2320 to 2345
Mobile services
CB 26 to 28 48 42 36 30 24
VHF 30 to 54 48 42 36 30 24
VHF 68 to 87 42 36 30 24 18
The DC-DC regulator in the system is the main source of conducted emissions. The switching action of
the input-current waveform emits energy back onto the supply lines, and this must be filtered. The supply
lines emit at their fundamental-switching frequency and harmonics.
4.3.2 Radiated Emissions

The test setup is outlined in the official CISPR 25 documentation. Three different antennas are used to
measure over the full frequency range of the testing, and three different test setups are required (see the
figure titled Example of test set-up – rod antenna in [9 ]).
See the official documentation for more information about the other test setups. The limits are defined in
the CISPR 25 documentation, and cover a wider band than the conducted emissions test. Table 5 and
Table 6 show the peak, quasi-peak, and average limits for radiated emissions testing.
Table 5. Peak and Quasi-Peak Limits for Radiated Emissions Testing

LEVELS IN dV (µV per m)
SERVICE FREQUENCY CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5
OR BAND (MHz)
QUASI QUASI QUASI QUASI QUASI
Broadcast
LW 0.15 to 0.30 86 73 76 63 66 53 56 43 46 33
MW 0.53 to 1.8 72 59 64 51 56 43 48 35 40 27
SW 5.9 to 6.2 64 51 58 45 52 39 46 33 40 27
FM 76 to 108 62 49 56 43 50 37 44 31 38 25
TV Band 1 41 to 88 52 46 40 34 28
TV Band 3 174 to 230 56 50 44 38 32
DAB 3 171 to 245 50 44 38 32 26
TV Band 4
468 to 944 65 59 53 47 41
and 5
DTTV 470 to 770 69 63 57 51 45
DAB L
1447 to 1494 52 46 40 34 28
Band
SDARS 2320 to 2345 58 52 46 40 34
Mobile services
CB 26 to 28 64 51 58 45 52 39 46 33 40 27
VHF 30 to 54 64 51 58 45 52 39 46 33 40 27
VHF 68 to 87 59 46 53 40 47 34 41 28 35 22
VHF 142 to 175 59 46 53 40 47 34 41 28 35 22
Analog
380 to 512 62 49 56 43 50 37 44 31 38 25
UHF
RKE 300 to 330 56 50 44 38 32
RKE 420 to 450 56 50 44 38 32
Analog
820 to 960 68 55 62 49 56 43 50 37 44 31
UHF
GSM 800 860 to 895 68 62 56 50 44
EGSM and
925 to 960 68 62 56 50 44
GSM 900
GPS L1
1567 to 1583
civil
GSM 1800
1803 to 1882 68 62 56 50 44
(PCN)
GSM 1900 1850 to 1990 68 62 56 50 44
3G and
1900 to 1992 68 62 56 50 44
IMT 2000
3G and
2010 to 2025 68 62 56 50 44
IMT 2000
3G and
2108 to 2172 68 62 56 50 44
IMT 2000
Bluetooth
2400 to 2500 68 62 56 50 44
and 802.11
Table 6. Average Limits for Radiated Emissions Testing

LEVELS IN dV (µV per m)
SERVICE OR FREQUENCY
CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5
BAND (MHz)
AVERAGE AVERAGE AVERAGE AVERAGE AVERAGE
Broadcast
LW 0.15 to 0.30 66 56 46 36 26
MW 0.53 to 1.8 52 44 36 28 20
SW 5.9 to 6.2 44 38 32 26 20
FM 76 to 108 42 36 30 24 18
TV Band 1 41 to 88 42 36 30 24 18
TV Band 3 174 to 230 46 40 34 28 22
DAB 3 171 to 245 40 34 28 22 16
TV Band 4 and
468 to 944 55 49 43 37 31
5
DTTV 470 to 770 59 53 47 41 35
DAB L Band 1447 to 1494 42 36 30 24 18
SDARS 2320 to 2345 48 42 36 30 24
Mobile services
CB 26 to 28 44 38 32 26 20
VHF 30 to 54 44 38 32 26 20
VHF 68 to 87 39 33 27 21 15
VHF 142 to 175 39 33 27 21 15
Analog UHF 380 to 512 42 36 30 24 18
RKE 300 to 330 42 36 30 24 18
RKE 420 to 450 42 36 30 24 18
Analog UHF 820 to 960 48 42 36 30 24
GSM 800 860 to 895 48 42 36 30 24
EGSM and
925 to 960 48 42 36 30 24
GSM 900
GPS L1 civil 1567 to 1583 34 28 22 16 10
GSM 1800
1803 to 1882 48 42 36 30 24
(PCN)
GSM 1900 1850 to 1990 48 42 36 30 24
3G and IMT
1900 to 1992 48 42 36 30 24
2000
3G and IMT
2010 to 2025 48 42 36 30 24
2000
3G and IMT
2108 to 2172 48 42 36 30 24
2000
Bluetooth and
2400 to 2500 48 42 36 30 24
802.11
System Design Theory www.ti.com
5 System Design Theory
5.1 PCB and Form Factor

This design is not intended to fit any particular form factor. The only goal of the design with regards to the
PCB is to make a solution that is compact, while still providing a way to test the performance of the board.
Figure 12 is a 3D rendering of the board.
Figure 12. 3D Render of the TIDA-00678 Board
In a final-production version of this design, several techniques may reduce the size of the solution.
• Test points, headers, sockets, standoffs, and banana plugs can be removed.
• The overvoltage-turnoff block can be removed if this function is not required in an application. These
blocks can be removed because they do not service a direct function for the board.
• The number, size, and value of capacitors in the system can be optimized.
• Four times a reverse-battery ORing controller might not be needed in the application.
www.ti.com System Design Theory
5.2 Input Protection and Wide-VIN DC-DC
5.2.1 Reverse-Battery Protection

Reverse-battery protection is required in nearly every electronic subsystem of a vehicle following OEM
and ISO 16750-2 standards. The goal is to prevent reverse-biasing components that are sensitive to
polarity, such as polarized capacitors and integrated circuits. Figure 13 shows reverse-battery protection
with the LM74610-Q1.
Q2B
VIN 4 3
5,6
SQ9945BEY-T1-GE3
4
U4
4 ANODE GATE DRIVE 6
CATHODE 8
GATE PULL DOWN 2

7 VCAPH
C9 3
NC
2.2µF
1 5
VCAPL NC
LM74610QDGKRQ1
Figure 13. Reverse-Battery Protection Using the LM74610-Q1
Instead of using a traditional-diode rectifier for reverse-battery protection, Figure 13 uses an N-channel
MOSFET driven by the LM74610-Q1 smart-diode controller. The power dissipation of the traditional-diode
solution can be significant because of the 600- to 700-mV forward drop (P = I × V). Using an N-channel
MOSFET results in loss because of the RDS(ON) of the FET, but results in greater efficiency and requires
less thermal dissipation.
The LM74610-Q1 team provides recommendations and a tool that can be used to help select a FET for
the application. Important considerations follow:
• Ensure that the continuous-current rating is sufficient for the application.
• The VGS threshold should be 2.5-V maximum.
• The VDS should be at least 0.48 V at 6 A and 125°C (in off-state of the FET).
For this design, the FET must be rated at least as high as the clamped-input voltage. A 45-V FET is
acceptable, but a 60-V FET allows for additional headroom.
The hiccup behavior of the LM74610-Q1 causes the voltage to drop by approximately 0.5 V every few
seconds. Picking a 2.2-µF capacitor for C9 allows for an approximate FET turnon time of 2 s.
5.2.2 Input Capacitors Exposed to Battery Inputs

A final consideration for the front-end protection is the input capacitor. Because of the flexion of the PCB,
it is possible for a ceramic capacitor to mechanically fail short. If this happens to an input capacitor that is
connected directly to the battery, a hard short may occur at the battery terminals. To avoid a ceramic
capacitor failing short, two ceramic capacitors are used in series – if one fails, there is another to avoid a
short. Align the capacitors at 90° with respect to each other on the layout to provide a chance that a
flexion in one direction may only affect the capacitor aligned in that direction. Because of EMI suppression
on this board, additional footprints for capacitors (C1, C2, C3, C4, C5) and a ferrite bead (L1) were added,
which can be optionally placed. If the capacitors and a ferrite bead are used in the real application,
arrange the capacitors as described in the previous sentence.
5.3 Wide-VIN Boost Converter

The TPS40210-Q1 is an AECQ100 qualified, wide-VIN current-mode boost regulator used as a front-end
supply to provide a 17-V system voltage (see Figure 14). With an input voltage range of 4.5 V to 52 V, the
device can continue to operate through most battery conditions (start-stop, cold crank, and load dump).
C20 C21 C22 GND TP3

22µF 1µF 0.1µF D1
Boost_Out
MBRS340T3G
S1
1 3
2 4
7914G-1-000E L3
10µH C26
U5 68µF
Boost_In 10 VDD BP 9 C27

560pF 33µF
5,6,
Q3
7,8
R3 C18 3 DIS/EN R6 CSD18531Q5A
160k 8 4 C28
GDRV
4 43 C25 10µF R10
COMP
1,2,3
102k R4 560pF C29 51.1k
C19 5 7 R7 10µF
FB ISNS
8.2pF 1.00k C30
2 0.1µF
SS
6 R9
GND
1 11 C23 C24 10
RC PWPD
1µF 100pF
C16 C17 TPS40210QDGQRQ1

220pF 0.22µF
R8
GND GND
0.01
GND GND GND GND GND GND GND GND GND
R5
2.2k
GND
Figure 14. TPS40210-Q1 4.5-V to 52-V Input, Current-Mode Boost Controller
A boost converter is sometimes included in an off-battery power supply to extend the operating range of
the subsystem to low values (5 V). This allows the subsystem to continue operation through conditions
such as a cold crank.
The boost only operates in the input voltage range from 5 V to 17.5 V and helps sustain a high-output
voltage for the LED driver to maintain regulation of the system voltage. When the system voltage is
adequately high (greater than 17.5 V), the boost acts in bypass mode, allowing the input voltage to the
system to pass directly through to the linear-LED drivers.
Consider whether to choose a synchronous or asynchronous solution when choosing a boost converter. A
synchronous solution is more efficient, especially during normal operation when the boost is in bypass
mode. During bypass mode, the boost is essentially idle, but the high-side rectifier is still in the main-
conduction path. A diode rectifier drops to within the range of 0.5 V to 0.7 V, leading to significant power
loss (and voltage headroom loss). A FET only has a loss proportional to its RDS(ON), which is smaller. An
asynchronous boost has a simpler control circuitry, and is typically significantly cheaper to design.
5.3.1 Duty Cycle Estimation

Using Equation 1 and Equation 2 to estimate a forward drop of 0.5 V for a Schottky diode, the
approximate duty cycle is 8.6% (minimum) to 77.1% (maximum).
VOUT - VIN _ MAX + VFD 17 V - 16 V + 0.5 V
DMIN » = = 8.6 %
VOUT + VFD 17 V + 0.5 V (1)
VOUT - VIN _ MAX + VFD 17 V - 4 V + 0.5 V
DMAX » = = 77.1%
VOUT + VFD 17 V + 0.5 V (2)
5.3.2 Inductor Selection

The peak-to-peak ripple is limited to 30% of the maximum output current. TI recommends a 1.5-A
maximum-output current (see Equation 3).
0.3 ´ I OUT _ MAX 0.3 ´ 1.5 A
I LRIP _ MAX = = = 0.492 A
1 - DMIN 1 - 0.086 (3)
The minimum inductor size can be estimated using Equation 4 (TI recommends a 17-V maximum-input
voltage because the device stops switching above that voltage).
VIN _ MAX æ 1 ö 17 V 1
LMIN >> ´ DMIN ´ ç ÷= ´ 0.086 ´ = 6.3 mH
I LRIP _ MAX è fSW ø 0.492 A 470 kHz (4)
Select the next higher standard inductor value of 10 µH.
5.3.3 Inductor Currents

The ripple current is estimated by using Equation 5 and Equation 6:
V 1 8.5 V 1
I RIPPLE » IN ´ D ´ = ´ 0.5 ´ = 0.90 A
L fSW 10 mH 470 kHz (5)
V 1 5V 1
I RIPPLE(VIN _ MIN ) » IN ´ D ´ = ´ 0.771 ´ = 0.82 A
L fSW 10 mH 470 kHz (6)
The worst-case peak-to-peak ripple current occurs at 50% duty cycle and is 0.90 A.
The worst-case RMS current through the inductor is approximated by using Equation 7:
2 2 2 2 2
æ 1 ö æ I OUT _ MAX ö æ 1 ö æ 1.5 A ö æ 1 ö
( )
2
I LRMS = I L _ AVG + ç I RIPPLE ÷ » çç ÷÷ + ç I RIPPLE(VIN _ MIN ) ÷ = ç ÷ +ç ´ 0.82 A ÷ = 6.52 ARMS
è 12 ø è 1 - DMAX ø è 12 ø è 1 - 0.77 ø è 12 ø
(7)
The peak inductor current is estimated by using Equation 8:
I OUT _ MAX 1.5 A
I L _ PEAK » + 0.5 ´ I RIPPLE(VIN _ MIN ) = + 0.5 ´ 0.82 = 6.93 A
1 - DMAX 1 - 0.77 (8)
A 10-μH inductor with a minimum RMS current rating of 6.52 A and a minimum-saturation current rating of
6.93 A must be selected. Select a BOURNS SRP1250-100M 10-A, 0.0255-mΩ, 10-μH inductor.
5.3.4 Inductor Power Dissipation

The inductor power dissipation is estimated by using Equation 9:
2
(
PL » I LRMS ) ´ DCR = (6.52 A )2 ´ 0.0255 W = 1.08 W (9)
5.3.5 Rectifier Diode Selection

A Schottky diode with a low-forward voltage drop is used as a rectifier diode to reduce its power
dissipation and improve efficiency. Using 80% derating on VOUT for ringing on the switch node, the rectifier
diode minimum reverse break-down voltage is given by using Equation 10:
VOUT 17
V(BR)R _ MIN ³ = = 21.25 V
0.8 0.8 (10)
The diode must have a reverse-breakdown voltage greater than 30 V.
The rectifier diode peak and average currents are estimated by using Equation 11 and Equation 12:
I D _ AVG » I OUT _ MAX = 1.5 A (11)
I D _ PEAK » I L _ PEAK = 6.93 A (12)
The power dissipation in the diode is estimated by using Equation 13:
PD _ MAX » VF ´ I OUT _ MAX = 0.5 V ´ 1.5 A = 0.75 W (13)
The maximum power dissipation is estimated as 0.75 W. Review 30-V and 40-V Schottky diodes and
select the MBRS340T3G 40-V 3-A diode in an SMC package. This diode has a forward voltage drop of
0.5 V at 3 A. The conduction power dissipation is approximately 750 mW.
5.3.6 Output Capacitor Selection

Output capacitors must be selected to meet the required-output ripple and transient specifications,
calculated using Equation 14 and Equation 15.
æ D ö 1 0.771 1
COUT = ç 8 ´ I OUT ´ ÷´ = 8 ´ 1.5 A ´ ´ = 98 mF
ç VOUT _ RIPPLE ÷ø fSW 200 mV 470 kHz
è (14)
7 VOUT _ RIPPLE 7 200 mV
ESR = ´ = ´ = 32 mW
8 I L _ PEAK - I OUT 8 6.93 A - 1.5 A (15)
A Nichicon-UUD1V680MCL1GS 35-V, 68-uF, 340-mΩ bulk capacitor and two Murrata-
GRM32ER71H106KA12L 10-µF ceramic capacitors are selected to provide the required capacitance and
ESR at the switching frequency. The combined capacitances of 120 μF and 60 mΩ are used in
compensation calculations.
5.3.7 Input Capacitor Selection

Because a boost converter has continuous-input current, the input capacitor only senses the inductor
ripple current. The input capacitor value can be calculated by using Equation 16 and Equation 17:
I RIPPLE 0.9 A
CIN > = = 23.9 mF
4 ´ VIN _ RIPPLE ´ fSW 4 ´ 20 mV ´ 470 kHz (16)
VIN _ RIPPLE 20 mV
ESR > = = 11mW
2 ´ I RIPPLE 2 ´ 0.9 A (17)
To meet a maximum-input ripple of 20 mV, a minimum 23.9-μF input capacitor with ESR less than 11 mΩ
is needed. Select a 22-μF X7R in parallel with a 1-μF and a 100-nF ceramic capacitor to account for the
EMC and EMI.
5.3.8 Current Sense and Current Limit

The maximum-current sense resistor value is limited by both the current limit and subharmonic stability.
These two limitations are given by using Equation 18 and Equation 19:
VOCP _ MIN 100 mV
RISNS < = 12.3 mW
(
1.1 ´ I L _ PEAK + I DRIVE) 1.1 ´ (6.93 A + 0.5 A )
(18)
VDDMAX ´ L ´ fSW 16 V ´ 10 mH ´ 470 kHz
RISNS < = = 847 mW
60 ´ (VOUT + Vfd - VIN ) 60 ´ (17 V + 0.48 V - 16 V ) (19)
The current limit requires a resistor less than 12.3 mΩ, and stability requires a sense resistor less than
847 mΩ. Select a 10-mΩ resistor. Approximately 2 mΩ of routing resistance is added in compensation
calculations.
5.3.9 Current-Sense Filter

To remove switching noise from the current sense, place an R-C filter between the current-sense resistor
and the ISNS pin. A resistor with a value between 1 kΩ and 5 kΩ is selected, and a capacitor value is
calculated by using Equation 20:
0.1 ´ DMIN 0.1 ´ 0.086
CIFLT = = = 18.3 pF
fSW ´ RIFLT (470 kHz ´ 1kW ) (20)
Select a 100-pF capacitor for a 1-kΩ filter resistor after 18.3 pF is calculated.
5.3.10 Switching MOSFET Selection

The TPS40210-Q1 device drives a ground referenced N-channel FET. The RDS_ON and gate charge are
estimated based on the desired efficiency target. For a target of 95% efficiency with a 17-V output voltage
at 1.5 A, maximum power dissipation is limited to 1.34 W (see Equation 21).
ææ 1ö ö ææ 1ö ö ææ 1 ö ö
PDISS(total) » POUT ´ ç ç ÷ - 1÷ = VOUT ´ IOUT ´ ç ç ÷ - 1÷ = 17 V ´ 1.5 A ´ ç ç ÷ - 1÷ = 1.34 W
èè n ø ø èè n ø ø è è 0.95 ø ø (21)
The main power-dissipating devices are the MOSFET, inductor, diode, current sense resistor, and the
integrated circuit (TPS40210-Q1 device). See Equation 22.
PFET < PDISS(total) - PL - PD - PRISNS - VIN _ MAX - IVDD (22)
Assume a constant-input voltage for the MOSFET-power calculation of 13.5 V and an input current of 2.37
A. This leaves approximately 500 mW of power dissipation for the MOSFET. Allowing half for conduction
and half for switching losses, users can determine a target RDS_ON and QGS for the MOSFET by using
Equation 23:
3 ´ PFET ´ IDRIVE 3 ´ 0.5 W ´ 0.5 A
QGS < = 31nC
2 ´ VOUT ´ IOUT ´ fSW 2 ´ 17 V ´ 1.5 A ´ 470 kHz (23)
A target MOSFET gate-to-source charge of less than 31 nC is calculated to limit the switching losses to
less than 250 mW. Calculate a target MOSFET RDS_ON of 7.6 mΩ using Equation 24 to limit the conduction
losses to less than 250 mW.
PFET 0.5 W
RDS _ ON < = = 7.6 mW
2 ´ I RMS ´ D 2 ´ 6.522 ´ 0.77
2
(24)
Reviewing 40-V and 60-V MOSFETs, a CSD18531Q5A 4.4-mΩ MOSFET is selected. For EMI reasons, a
43-Ω resistor was placed in the gate path to shape turnon and turnoff edges.
5.3.11 Feedback-Divider Resistors

The primary-feedback divider resistor (RFB) from VOUT to VFB should be selected between 10 kΩ and 100
kΩ to maintain a balance between power dissipation and noise sensitivity. Select RFB = 51.1 kΩ for a 17-V
output because a high-feedback resistance is desirable to limit power dissipation.
Select an RBIAS of 2.2 kΩ (see Equation 25).
V ´ RFB 0.7 V ´ 51.1kW
RBIAS = FB = = 2.19 kW
VOUT - VFB 17 V - 0.7 V (25)
5.3.12 Error-Amplifier Compensation

Current-mode control typically requires a Type-II compensation, but it is desirable to layout for Type-III
compensation to increase flexibility during design and development. Current-mode control-boost
converters have a higher gain with a higher output impedance, so it is necessary to calculate the control-
loop gain at the maximum-output impedance, estimated by using Equation 26:
VOUT 17 V
ROUT(max) = = = 103 W
IOUT(min) 0.165 A (26)
The transconductance of the TPS40210-Q1 current-mode control can be estimated by using Equation 27:
æ f ö æ 470 kHz ö
0.13 ´ L ´ ç SW ÷ 0.13 ´ 10 mH ´ ç ÷
è ROUT ø è ROUT ø
gm = = = 31.41 s
(RISNS )2 ´ (120 ´ RISNS + L ´ fSW ) (12 mW )2 ´ (120 ´ 12 mW + 10 mH ´ 470 kHz ) (27)
The maximum-output impedance ZOUT can be estimated by using Equation 28 and Equation 29.
2
1 + (2p ´ f ´ RESR ´ COUT )
ZOUT(f ) = ROUT ´
( 2
1 + (ROUT ) + 2 ´ ROUT ´ RESR + (RESR )
2
) ´ (2p ´ f ´ C) 2
(28)
2
1 + (2p ´ 47 kHz ´ 60 mW ´ 120 mF )
ZOUT(f ) = ROUT ´ = 66.2 mW
( 2
1 + (103 W ) + 2 ´ 103 W ´ 60 mW + (60 mW )
2
) ´ (2p ´ 47 kHz ´ 120 mF)
2
(29)
The modulator gain at the desired crossover can be estimated by using Equation 30.
K CO = gm ´ ZOUT (fCO ) = 31.41S ´ 66 mW = 2.08 (30)
The feedback compensation network must be designed to provide an inverse gain at the crossover
frequency for unit-loop gain. This sets the compensation mid-band gain at a value that is calculated by
using Equation 31:
1 1
K COMP = = = 0.48
K CO 2.08 (31)
Use Equation 32 to set the mid-band gain of the error amplifier to KCOMP:
R7 51.1kW
R4 = R7 ´ K COMP = = = 106.5 kW
K CO 0.0974 (32)
Select a 102-kΩ resistor.
Place the zero at one 10th of the desired crossover frequency.
C18 = 331 pF is calculated using Equation 33. However, select C18 = 560 pF for this design.
10 10
C18 = = = 331pF
2p ´ fL ´ R4 2p ´ 47 kHz ´ 102 kW (33)
Place a high-frequency pole at approximately five times the desired crossover frequency and less than
one-half of the unity-gain bandwidth of the error amplifier. See Equation 34 and Equation 35.
1 1
C19 » = = 6.7 pF
10p ´ fL ´ R4 10p ´ 47 kHz ´ 102 kW (34)
1 1
C19 > = = 0.2 pF
p ´ GBW ´ R4 10p ´ 1.5 MHz ´ 102 kW (35)
C19 = 8.2 pF is selected.
5.3.13 R-C Oscillator

The required resistor for a given oscillator frequency can be found by using Equation 36 or by viewing
Figure 15.
1
RT = -8 -10
5.8 ´ 10 ´ fSW ´ CT + 8 ´ 10 ´ f SW + 1.4 ´ 10 ´ fSW - 1.5 ´ 10-4 + 1.7 ´ 10-6 ´ CT - 4 ´ 10-9 ´ CT
2 -7
(36)
Figure 15. Switching Frequency versus Timing Resistance
Use a 220-pF capacitor (C16) and a 160-kΩ resistor (R3) for a switching frequency of 470 kHz.
5.3.14 Soft-Start Capacitor

Because VDD is greater than 8 V, select the soft-start capacitor by using Equation 37:
CSS = 20 ´ TSS ´ 10-6 (37)
For TSS = 11 ms and CSS = 220 nF, select a 220-nF capacitor for C17.
5.3.15 Regulator Bypass

As a regulator-bypass capacitor, a minimum of 1.0 μF is required. To improve EMI and EMC, C20 = 22 µF
and C22 = 100 nF can be added.
5.3.16 General Power-Supply Design Considerations

Choose inductors for DC-DC converters so:
• The ripple current is between 20% and 40% of the load current ILOAD (with the given FSW, VIN, and VOUT).
• The temperature ratings are appropriate for an automotive application, typically 40°C to 105°C for
lighting applications.
The saturation current is chosen using Equation 38 for peak current and additional margin:
æ 1 ö
I SAT ³ ç I LOAD + I RIPPLE ÷ ´ 1.2
è 2 ø (38)
Use X7R-dielectric material for lighting applications to ensure a minimum-capacitance variation over the
full-temperature range. The voltage rating of the capacitors should be greater than the maximum-possible
voltage, and two times the voltage to avoid DC-bias effects. The amount of output capacitance used
depends on output ripple and transient-response requirements.
Use low-ESR ceramic capacitors and aluminum ELKOs to reduce ripple. See the device-specific data
sheets for internally-compensated supplies because of the limitations on acceptable LC-output filter
values. ICs should always be qualified according to AECQ100 standards. The part numbers of TI parts
that are qualified typically end with “Q1”. FB-resistor dividers should have components with a 1% or higher
tolerance for improved accuracy.
R2
DNP
0
TP1 L2 TP2
470nH
C10 C11 C12 C13 C14 C15
1000pF 10µF 22µF 22µF 10µF 0.1µF
GND GND GND GND GND GND
Figure 16. Input Voltage-Noise Filtering (R2 is Optional)
As detailed in Section 4.3.1, DC-DC converters can couple large amounts of energy (especially at the
fundamental switching frequency) back through the battery inputs and into the remainder of the vehicle.
This energy is produced because of the switching action of the input-current waveform that is translated
into voltage noise by the ESR of the input capacitors that carry most of this current. A low-pass filter,
placed between the input of the module and the DC-DC converters, can attenuate this noise. The low-
pass filter also filters incoming noise that enters the system.
The low-pass filter can be designed empirically or theoretically (by calculation and simulation). The
empirical approach is to design the system without the EMI filter, measure the conducted emissions with a
spectrum analyzer, and compare it to the standard that must be passed. Next, calculate the attenuation
needed to pass at certain frequencies and place the corner frequency of the filter low enough to achieve
the desired attenuation.
NOTE: This method requires waiting on hardware to begin the design, gaining access to a testing
lab, then modifying the hardware and retesting. Most designers will not have immediate
access to a testing chamber, and want to pass the desired standard on the first try, or with
minor adjustments.
The theoretical approach is more complicated. Ensure the assumption is that the boost converter is the
problem, and that the noise generated by the downstream circuitry will be filtered by the boost inductor or
capacitors.
NOTE: The main sources of noise are fundamental at the switching frequency of the boost (470
kHz) and the harmonics. If the amplitude of the noise at that frequency can be estimated and
attenuated appropriately, the harmonics will be attenuated as well.
Figure 17 shows the input-current waveform.
IL
I
RIPPLE
t ON t OFF
Figure 17. Input-Current Waveform
The input voltage is the voltage generated by the ripple current through the ESR of the input capacitors.
Because ceramic capacitors are used, this ESR is very low (approximately 3 mΩ). The peak amplitude of
the input voltage ripple is approximately 2.7 mV (see Equation 39). The concern is the frequency content
at 470 kHz, not the time domain.
3 mΩ × 0.9 A = 2.7 mV (39)
Use the Fourier transform of this asymmetric-triangle waveform to find the coefficients and amplitudes of
each component frequency.
The coefficient of the fundamental for this type of waveform is 0.8. Multiply the coefficient times the time-
domain amplitude to find the energy at 470 kHz (see Equation 40).
0.8 × 2.7 mV = 2.16 mV (40)
Using Equation 41, convert the product of Equation 40 to dBµV to make analyzing it based on the CISPR
25 standards easier.
20 × log(2.16 mV / 1 µV) ≈ 67 dBµV (41)
Compare the 67 dBµV to the CISPR 25 specification and calculate how much to attenuate. The CISPR 25
specification does not define a limit at 470 kHz, but the limit at 530 kHz for Class 5 conducted emissions
is 54 dBµV (peak). An attenuation of at least 13 dB is required. Make the goal 40-dB attenuation at the
switching frequency.
Calculate where to place the corner frequency of the filter when attenuation at 470 kHz is known. The
ssecond-order low-pass filter has a rolloff of –40 dB per decade. Place the corner frequency at 47 kHz to
attain 40 dB of attenuation at 470 kHz. The corner frequency is related to the values of the filter inductor
and capacitor, calculated by using Equation 42.
1
2p ´ fC =
L´C (42)
Choose an L of 470 nH. There is approximately 25 µF, calculating out for C. This is not a standard value.
To keep the ESR low, put two capacitors in parallel, and choose 22 µF for C12 and 10 µF for C11.
Choosing a larger value lowers the corner frequency of the filter, providing more attenuation at 470 kHz.
Also, ceramic capacitors suffer from DC bias effects and operate at a capacitance that is less than their
rating. To filter the high-frequency noise content, 1-nF and 100-nF capacitors are added.
5.4 Three-Channel Linear LED Driver
5.4.1 Tail Light and Brake Light

Figure 18 shows the schematic for the tail light and the brake light, and shows the 2-level brightness
adjustment.
D9 GND GND 0.01µF 0.01µF 0.01µF

BZT52C9V1S-7-F C33 C37 C41 C45 C50 C52 C54
4.7µF 0.1µF4.7µF 0.1µF U8
9.1V J6
Boost_Out 1 VIN IOUT1 16 TB1 1
D4 15 TB2 2
R16 IOUT2
VIN 1 EN1 2 EN IOUT3 14 TB3 3
59.0k 4
PMEG6010CEJ,115 LDO_OUT 3 PWM1 VSNS3 13
R12 TP4 R21 4 1715747
PWM2
3.3k 100k 5 12 TBGND
PWM3 VSNS2
/FAULT 6
FAULT
2
/FAULT_S 7 FAULT_S VSNS1 11

D8 R19 GND
Green 42.2k J4 REF 9
10
GND
1
C40 C43 17 8 R28 R29

PAD TEMP
0.1µF 0.1µF 1.21k 2.43k
R26
TPS92630QPWPRQ1 0
D5
VIN 2
6
7
GND GND
PMEG6010CEJ,115 R17 R22 Q4A
3.3k 21.5k 2 CSD85301Q2
2
R23 C47
D11
1
D10 C34 20k 0.1µF
MMSZ5229BS-7-F
Green 4.7µF 4.3V
1
GND
TAIL LIGHT/BRAKE LIGHT

Figure 18. TPS92630-Q1 3-Channel LED Driver
Dim the pulse-width modulation (PWM) to achieve different brightness. Dimming the PWM has switching
currents as the LEDs are turned on and off, causing electromagnetic interference.
Dim the PWM linearly to operate at a constant 100% duty cycle, and the maximum current adjusts to the
brightness that is required. TI recommends this approach to have the application EMI as quiet as possible.
The maximum current that passes through the LEDs is programmable by the sense resistor R(REF) (R28,
R29). This design has a 100-mA current (I(tail)) per LED string for the tail ight, turn indicator, and the
reverse light. See Equation 43 for the R(REF) calculation.
VREF ´ K (I) 1.22 V ´ 100
RREF = = ´ 1.222 kW
I tail 0.1 A
Where:
• VREF = 1.222 V and K(1)= 100 (both VREF and K(1) are data sheet values) (43)
For many automobiles, the same set of LEDs illuminates both tail lights and stop lights. Thus, the LEDs
must operate at two different brightness levels. The dimming level is set with a parallel resistor in REF
through an external MOS (Q4A). See Equation 44.
-1 -1
æ I stop ö æ 0.15 ö
R tail =ç - 1/ Rstop ÷ =ç - 1/ 1.21kW ÷ = 2.49 kW
çV ´ K (I) ÷ è 1.22 V ´ 100 ø
è REF ø (44)
A 2.49-kΩ resistor is ideal, but this design uses a 2.43-kΩ resistor. VSNS1 to VSNS3 are not used in this
design and are tied to OUT1 to OUT3 per the data sheet recommendation. Because the gate of the brake-
light MOSFET Q4A is directly attached to jumper J2 through the net VIN2, which is connected directly to
the car-battery input voltage, the brake light must be protected against the highest voltage the input can
conduct. In this design the load-dump voltage is 45 V.
A resistor divider (R22 and R23) in combination with a 4.3-V Zener diode is used to prevent the gate from
high voltage transients. Two debounce capacitors (C34 and C47) are also used. Additional reverse-battery
protection is required for the gate of FET Q4A and the EN path of the device because the nets VIN 1 and
VIN 2 are directly connected to the car battery.
Two LEDs (green) indicate the operating mode of the device. If the device is in the tail-light operating
mode, diode D8 turns on (see D8 Green in Figure 18). If the device is in the brake-light operating mode,
diode D10 turns on (see D10 Green in Figure 18). R12 and R17 limit the current of the indicator LEDs.
The maximum-input voltage of R16 and R19 is divided down, helping D9 and the 9.1-V Zener protect the
EN pin from external disturbances.
The included temperature monitor reduces the LED drive current if the IC junction temperature exceeds a
thermal threshold. Users can program the temperature threshold through an external resistor. Users can
disable the thermal current-monitor feature by connecting the TEMP pin to ground.
The TPS92630-Q1 device monitors fault conditions on the output and reports the status on the FAULT
and FAULT_S pins. The device features single-shorted-LED detection, output short-to-ground detection,
open-load detection, and thermal shutdown. Two separate fault pins allow maximum flexibility of fault-
mode reporting to the MCU in case of an error.
The TPS92630-Q1 device has two fault pins, FAULT and FAULT_S. FAULT_S is a dedicated fault pin for
single-LED short failure, and FAULT is for general faults (for example: short, open, and thermal
shutdown). The dual pins allow maximum flexibility based on all requirements and application conditions.
The device fault pins can be connected to an MCU for fault reporting. Both fault pins are open-drain
transistors with a weak internal pullup. In this design, the FAULT pin is tied with a 100-kΩ resistor to the
3.3-V output of the LDO to have a defined state. FAULT_S can also be connected through a jumper to
FAULT. Both pins feature a capacitor-debounce protection (C43 and C40) at 100 nF each. Input VIN is
decoupled with a 4.7-uF and 100-nF capacitor (C41 and C45).
The outputs IOUT1 to IOUT3 are connected to a header to allow different lengths of LED strings to be
attached per channel. C50, C52, and C54 are ESD capacitors for protection of the device from high-
voltage transients generated by people touching the connector interface.
5.4.2 Reverse Light

The reverse light is set up the same as the tail and brake light. However, the outputs are not dimmable.
The REF input is only tied to GND through the 1.21-kΩ resistor and the parallel path is omitted in
Figure 19. Refer to Section 5.4.1 for a detailed description of the device dimensioning and features of the
reverse light.

BZT52C9V1S-7-F C56 C58 C60 C62 C64 C66 C68
4.7µF 0.1µF4.7µF 0.1µF U11
9.1V J9
Boost_Out 1 VIN IOUT1 16 REV1 1
D12 15 REV2 2
R32 IOUT2
VIN 4 EN2 2
EN IOUT3
14 REV3 3
59.0k 4
PMEG6010CEJ,115 TP5 3
PWM1 VSNS3
13
R31 4
PWM2
1715747
3.3k 5
PWM3 VSNS2
12 REVGND
/FAULT 6 FAULT
2
/FAULT_S 7 FAULT_S VSNS1 11

D13 R33 GND
Green 42.2k REF 9
10 GND
1
C61 17 8 R41
PAD TEMP
0.1µF 1.21k
R40
TPS92630QPWPRQ1 0
GND GND
REVERSE LIGHT
5.4.3 Turn Light

In Figure 20, the PWM1 to PWM3 inputs are tied together and connected to jumper J5, which allows the
user to select between permanent on or the LED-blinking function. Setting jumper J3 enables and disables
the TLC555-Q1 oscillation.

BZT52C9V1S-7-F C32 C36 C39 C44 C49 C51 C53
4.7µF 0.1µF4.7µF 0.1µF U7
9.1V J7
Boost_Out 1 VIN IOUT1 16 TURN1 1
D3 15 TURN2 2
R15 IOUT2
VIN 3 EN3 2 EN IOUT3 14 TURN3 3
59.0k 4
PMEG6010CEJ,115 LDO_OUT 3
PWM1 VSNS3
13
R11 4
PWM2
1715747
3.3k R20 5 12 TURNGND
PWM3 VSNS2
100k /FAULT 6
FAULT
2
/FAULT_S 7
FAULT_S VSNS1
11
D6 R18 GND
Green 42.2k REF 9
10 GND
1
C38 C42 17 8 1.21k

PAD TEMP
0.1µF 0.1µF R27
R25
TPS92630QPWPRQ1 0
1 LDO_OUT C35 GND GND

OSC ON 0.1µF
2
3 U6 LDO_OUT 1
OSC OFF BLINK OFF
2
J3 8 VCC OUT 3 3
BLINK ON
R13 4 J5
RESET
GND 680k
7 DISCH
CONT 5
6 R24
THRES
D2 R14 100k
680k 2 1 0.01µF
TRIG GND
C46 C48
0.22µF
TLC555QDRQ1
C31
0.82µF
TURN LIGHT
GND
In Figure 20, connecting TRIG to THRES of the TLC555-Q1 causes the timer to run as a multivibrator,
generating a square-wave output voltage. Capacitor C31 charges through R13 and R14 to the threshold-
voltage level (approximately 0.67 VDD), then discharges through R14 to the value of the trigger-voltage
level (approximately 0.33 VDD). The output is high during the charging cycle (tC(H)) and low during the
discharge cycle (tC(L)). The values of R13, R14, and C31 control the duty cycle as shown in Equation 45
and Equation 46.
t C(H) » CT (R13 + R14 ) ´ In2 » 0.82 mF ´ (680 kW + 680 kW ) ´ In2 » 0.77 s
(45)
t C(L ) » CT ´ R14 ´ Ln2 » 0.82 mF ´ 680 kW ´ Ln2 » 0.4 s
(46)
In the previous two equations, use R13 and R14 = 680 kΩ. To get a symmetric duty cycle, diode D2 is
paralleled to R14. This approach helps to eliminate one resistor during the charging phase. The capacitors
at CONT, C46, and C48 are used for debouncing reasons.
5.4.4 Voltage Supervision

Figure 21 shows a supporting block. The circuitry in this block turns off the LED drivers if the battery
voltage exceeds 17 V and it will signal open and short failures by turning on the red LED (D15) under
normal- and high-voltage conditions.
Boost_In J8
REV3 2 1 REVGND
R35 REV1 4 3 REV2
57.6k TURN3 6 5 TURNGND
TURN1 8 7 TURN2
TB3 10 9 TBGND
TB1 12 11 TB2
C63 R36 SSQ-106-02-G-D-RA

0.1µF 10.0k
0.1µF
C55
GND
GND
U9 EN2
Boost_In 8 IN OUT 1
R30 5 EN
10.0k 3 C59
PG
LDO_OUT
7 22µF
DELAY
DNC
2 EN1 EN3
4 GND NC 6
9
PAD
GND SBR0220T5-7-F
TPS7A1633QDGNRQ1 R37 D16 D17 D18

GND 10.0k
R34 SBR0220T5-7-F SBR0220T5-7-F
470
C65
LMV7239QM7 0.1µF
2
U12
3
8
U10 D15
Red 4 GND Q4B
5
V+ 1 5 CSD85301Q2
1
/FAULT 2 4 R38 R39 3 V-

NC
GND_1 GND_2 10.0k 2.55k C67

C57 SN74LVC1G07DBVR 0.1µF
3
4
0.1µF
1
R42
GND GND GND GND GND 47.0k GND
Figure 21. Voltage Supervision
Two 3.3-V linear regulators (LDO and U9) supply the little-logic buffer SN74LVC1G07 (U10). If the FAULT
signal from the LED drivers is pulled low, the output of the SN74 is also pulled low and enables the red
LED. R34 limits the current through the LED. C57 is a debounce capacitor. C59 at the LDO is used for
stability, and a 22-µF capacitor is used according to the data sheet recommendation. EN is pulled high
with a 10-k resistor so it remains on. For the overvoltage turnoff, an op amp noninverting circuitry is used.
This circuitry activates a FET that pulls the cathode of the three diodes (D16, D17, D18) low, disabling the
three LED drivers through the signals EN1, EN2, and EN3.
To set the threshold for the >17-V turnoff, R37 and R38 provide a 1.65-V reverence (50% of the 3.3-V
LDO) to the negative input of the op amp. If the voltage at the signal Boost_In exceeds 17 V, the resistor
dividers (R35 and R36) are dimensioned so the output of the comparator goes high and activates the
downstream FET. C67 is used as a debounce capacitor, and C65 is the decoupling capacitor for the op
amp. R39 and R42 are set according to the data sheet recommendation.
www.ti.com Getting Started Hardware
6 Getting Started Hardware

Connect the desired number of LEDs per string at the output screw terminals or at the receptacle to get
started with the TIDA-00678 board. The ouputs are grouped in four terminals according to the type of light.
Group 1 is labeled with TAIL/BRAKE for the tail light and brake light function. Group 2 is labeled TURN for
the turn light. The third group is labeled REAR, and is for the reverse light. All outputs are labeled OUT1,
OUT2, OUT3, and GND per group. One string of LEDs can be connected for every output. The maximum
output voltage the board supports is approximately 16.5 V. Nine strings of LEDs up to this voltage can be
connected for all terminals. As detailed in Section 5.4.1, the output current is set to 100 mA nominal. The
appropriate jumper setting is 150 mA for the brake light. The turn and rear light is 100 mA and cannot be
dimmed.
Loads can be connected to each output through the screw terminals along the bottom of the board,
labeled in Figure 22.
Figure 22. Screw Terminals for LED-String Outputs (100 mA and 150 mA, Maximum of 9 Strings,
Maximum Output Voltage of 16.5 V)
Getting Started Hardware www.ti.com
Set the header on jumper J2 in Figure 23 for the desired type of light (tail, brake, turn, or reverse light).
Figure 23. Jumper J2 for Setting the Type of Light
To enable an active turn light (blinking), set jumpers J3 and J5 as shown in Figure 24.
Figure 24. Turn-Indicator Setting
Connect the leads displayed in Figure 25 (a minimum of 15 AWG is recommended) to the 2-port screw
terminal on the left side of the board. The screw terminal is labeled VIN (+) and (–) to indicate the proper
polarity of the supply.
Figure 25. Board Supply-Input Terminal
Connect a power supply capable of at least 12 V and 7 A to the leads, then turn it on.
www.ti.com Getting Started Hardware
Figure 26 shows the LEDs that indicate on lights and failures.
Figure 26. LEDs Indicating Failures and On Lights
A 0-Ω resistor (R2) is available on the board to bridge the input filter if desired. To disable the overvoltage-
turnoff function, remove resistor R35 (see Figure 27).
Figure 27. Resistors R2 and R35
Test Setup www.ti.com
7 Test Setup
Figure 28, Figure 29, Figure 30, and Figure 31 show how to set up for various tests.
7.1 Load-Transient Test Setup

Figure 28 shows the test setup for load dump, cold crank, jump start, and reverse battery.
DC Power Supply
Oscilloscope
3 V to 50 V, 50 A
CH1 CH2
Transient Generator
Board Under Test
Load
Figure 28. Test Setup for Load Dump, Cold Crank, Jump Start, and Reverse Battery
The NSG is used for transient generation. Users need the Teseq AutoStar software to work with the NSG
5500. The software has predefined pulses that the user can adjust to meet specific requirements. See
Figure 29.
Figure 29. Setup for Transient Tests With LED Board and NSG 5500 Transient Generator
www.ti.com Test Setup
7.2 Thermal Image-Test Setup

The diagram in Figure 30 shows the setup to measure thermal behavior.
Thermal Camera
DC Power Supply
3 V to 50 V, 50 A
Board Under Test
Load
Figure 30. Setup to Measure Thermal Behavior of the Board
7.3 Efficiency-Measurement Setup

The diagram in Figure 31 shows how to set up an efficiency test.
DC Power Supply
Oscilloscope
3 V to 50 V, 50 A
CH1 CH2
A A
Board Under Test
Load
Figure 31. Efficiency-Test Setup
Test Data www.ti.com
8 Test Data
The following subsections show data from Section 7.
8.1 Thermal Images

Figure 32, Figure 33, and Figure 34 show the temperature rise of the different components at room
temperature.
Figure 32. TPS92630-Q1 Linear LED Driver-Temperature Figure 33. TPS40210-Q1 Boost-Converter Temperature
at Three Strings of 100-mA LEDs Above 50°C at Three Strings of LEDs at 100 mA
Figure 34. LM74610-Q1 Smart-Reverse Battery-Diode Temperature at 13.5-V Input Voltage
www.ti.com Test Data
8.2 Efficiency Testing

Figure 35 shows the results of the efficiency test on the system. The VIN that is given is what is applied to
the board inputs, not the voltage at the input of the linear LED driver. This implies that this is a measure of
the total-system efficiency taking all losses into account, and not simply that of the TPS92630-Q1 LED
driver.
8.3 Electrical-Transient Testing

Four electrical transient tests were performed with standardized pulses to show the behavior of the LED
driver-boost combination during tests, shown in Figure 36, Figure 37, Figure 38, and Figure 39. Pulses
from ISO 7637-2:2004 Pulse 4, 5a (cold crank and load dump), jump start, and reverse battery were used.
The test voltage is 13.5 V. On the LED board there is turnoff circuitry with overvoltage that can turn off the
LED driver once the input voltage exceeds 17 V. All tests were conducted twice: once without high-voltage
turnoff and once with high-voltage turnoff.
8.3.1 Load Dump
Figure 36. ISO 7637-2:2004 Pulse 4 Load Dump
The pulse was verified open circuit. The following parameters were used:
• Vmin = 45 V
• Rsource = 2 Ω
• Trise = 10 ms
• Tduration = 400 ms
The circuit was subjected to the pulse, and the disturbance to the output of the TPS92630-Q1 was
measured.
Figure 37, Figure 38, and Figure 39 show the remaining three electrical transient tests that were
performed with standardized pulses to show the behavior of the LED driver-boost combination.
Figure 37. Load Dump (Orange) and Output (Pink) of Figure 38. Load Dump and Output of TPS92630-Q1: With
TPS92630-Q1: No Turnoff Thermal Toggling and No Turnoff
Figure 39. Load Dump and Output of TPS92630-Q1: Turned Off at > 17 V then Turned On
8.3.2 Reverse Battery

Reference the brown trace in Figure 40 on reversing the input voltage. The blue trace decays to 0 V and
does not harm any device. The LM74610-Q1 disconnects the circuit from the input within a few µs.
Figure 40. Reversing the Voltage to 13.5 V
The brown trace is the voltage at the board input (VIN), and the blue trace is the voltage at the LED driver
output (OUT1).
8.3.3 Double Battery and Jump Start

Figure 41 shows the jump-start test with the output-turnoff > 17 V feature enabled. The input voltage of the
device rose from 13.5 to 26 V in 60 seconds (orange). The pink line is the output voltage on OUT1. LEDs
turn off at > 17 V.
Figure 41. Jump-Start Condition
In Figure 42, the circuit was subjected to the pulse and the disturbance output of the TPS92630-Q1 was
measured with the output turnoff at high-voltage feature disabled. The input voltage rose from 13.5 to 26 V
in 60 seconds (orange). The pink lines is the output voltage on OUT1. The TPS92630-Q1 starts to
terminally toggle. The high-voltage turnoff feature is disabled (> 17 V).
Figure 42. Jump-Start Condition 2
8.4 Cold-Crank Test

Testing the design for operation during a severe cold-crank pulse was an objective of this design.
Figure 43 shows the parameters used for this test (only the Severe pulse was tested).
V t test
a b c
V
B
1/f
V
A VR
V
S
V
T
tf t4 t5 t6 t7 t8 tr t
Figure 43. Cold-Crank Wave Shape
The lowest voltage (VT) used in Figure 44 is 5 V. In Figure 44, the output (pink) stays high during the
voltage drop (orange); the LEDs will stay on during the voltage dip.
Figure 44. Cold-Crank Test
The boost responded quickly to compensate for the voltage dip to sustain the output voltage, allowing the
TPS92630-Q1 to operate without any disturbance to the output.
8.5 CISPR 25-Emissions Testing

CISPR 25-EMI testing was completed at a third-party facility with compliant ALSE chambers used for
emissions testing. Both Conducted and Radiated emissions tests were completed. Background on the
standard and the test setup can be found in Section 4.3. When viewing the results, the red lines are Class
5 limits for average emissions, and the blue lines are the peak-emission limits. A table of measurements is
available upon request. This report only shows the graphs.
8.5.1 Conducted Emissions

The conducted-emissions setup is shown in Figure 45 (power cable not attached). The LISNs are the gray
boxes on the left side, the car battery is behind them, and the DUT is on the insulating material to the
right. To test at 13.5 V, a variable voltage supply was fed through the bulkhead from outside of the
chamber.
Figure 45. Conducted-Emissions Setup
The results are taken on both the return (ground) and line (hot) side through their respective LISNs. The
test was conducted at 13.5 V (with the car battery). A load-LED board was connected during operation.
Before testing, the noise floor was measured by conducting an ambient measurement with the DUT
disconnected. The measurement technique changes above 30 MHz, resulting in the raise of the noise
floor, shown in Figure 46 and Figure 47.
Figure 46. Ambient-Noise Level: Line Side 150 kHz to 30 MHz
Figure 47. Ambient-Noise Level 2: Line Side 150 kHz to 30 MHz
The remainder of the results are shown in Figure 48 and Figure 49 at VIN = 13.5 V. Only the graphs from
the line side are shown because the graphs from the return (GND) side are identical.
Figure 48. Conducted Emissions: Line Side 150 kHz to 30 MHz
Figure 49. Conducted Emissions 2: Line Side 150 kHz to 30 MHz
In Figure 48, the conducted emissions in the range of 150 kHz to 30 MHz meet the requirements of
CISPR 25 Class 5 for the peak measurement (blue). The average measurement (red) at 26 MHz meets
Class 3.
In Figure 49, the conducted emissions in the range of 30 MHz to 108 MHz meet the 30 MHz to 67 MHz
requirements of CISPR25 Class 3 for the average and peak measurement. Class 3 is still met for the peak
(blue) measurement. The average (red) from 67 MHz to approximately 87 MHZ in Class 2 is met, and
above that only Class 1 requirements are met.
8.5.2 Radiated Emissions

The radiated emissions setup is shown in Figure 50 and Figure 51. The LISNs are the gray boxes on the
left side, the car battery is behind them, and the DUT is sitting on the insulating material to the right. To
test at 13.5 V, a variable voltage supply was fed through the bulkhead from outside of the chamber. Unlike
conducted emissions, the measurements must be divided into different sections, each section tested with
a different type of antenna appropriate for that band.
Due to the limitations of the testing facility, the test was only to 1 GHz (a low enough noise floor could not
be achieved above this level). There is some ambiguity in the CISPR25 requirement. It is unclear whether
the DUT should be grounded to the test-ground plane. The DUT should be connected only if it would be
connected in the car. Because the design is not a complete module and is somewhat generic, this
connection option was available. This connection will often improve results by several dBµV.
Figure 50 and Figure 51 are images of the test setup for Radiated Emissions. A logarithmic antenna was
used to test the lower frequencies.
Figure 50. Radiated Emissions Setup With a Logarithmic Antenna: 30 MHz to 2.5 GHz
Figure 51. Radiated Emissions Setup With a Horn Antenna: 1.447 GHz to 1 GHz
Figure 52, Figure 53, and Figure 54 show the results when testing at 13.5 V.
Figure 52. Ambient-Noise Level of Radiated Emissions: Line Side 30 MHz to 1 GHz
Figure 53. Radiated Emissions: Line Side 30 MHz to 1 GHz
Figure 54. Radiated Emissions with a Horizontally-Oriented Antenna: 1.44 GHz to 2.5 GHz
The radiated emissions in the range of 30 MHz to 1 GHz meet the CISPR25 Class-3 requirements from
30 MHz to 32 MHz for the average and Class 5 for the peak measurement. Approximately 76 MHz
requirement is met for peak and average Class 5 requirements. From 76 MHz to 108 MHz, only Class 3 is
passed for both types of measurements. From approximately 125 MHz to 1 GHz, class 5 is met again for
both measurements. In the upper range from 1.44 GHz to 2.5 GHz, the Class 5 standard can also be
fulfilled.
8.5.3 Summary of Results

Table 7 shows the summarized results of both the Conducted and Radiated portions of the tests across
different operating points and test conditions.
Table 7. Summary of Results

Conducted Emissions Conducted Emissions Class
Peak Class 5
150 kHz to 25 MHz
Average Class 5
Peak Class 5
26 MHz to 30 MHz
Average Class 3
Peak Class 3
30 MHz to 67 MHz
Average Class 3
Peak Class 3
68 MHz to 87 MHz
Average Class 2
Peak Class 3
88 MHz to 108 MHz
Average Class 1
Radiated emissions
Peak Class 5
30 MHz to 32 MHz
Average Class 3
Peak Class 5
33 MHz to 76 MHz
Average Class 5
Peak Class 3
77 MHz to 108 MHz
Average Class 3
Peak Class 5
1.44 GHz to 2.5 GHz
Average Class 5
Based on the results in Table 7, 13.5-V operation peak and average results do not always meet the
highest CISPR 25 class level requirement. However, with some additional effort in filtering, such as
tweaking the input filter, shaping the wave of the boost converter, or using a higher series resistor in the
gate path, significant improvements can be achieved. Reviewing the layout and with an enclosure or
shielding, this could be brought into compliance. Testing with the board grounded to the test-ground plane
could improve results across all frequency ranges.
Design Files www.ti.com
9 Design Files
9.1 Schematics
To download the schematics, see the design files at TIDA-00678.
9.2 Bill of Materials

To download the bill of materials (BOM) for each board, see the design files at TIDA-00678.
9.3 PCB Layout Recommendations
9.3.1 TPS92630-Q1 LED Driver

Figure 55 shows the thermal vias under the LED driver.
To download the layer plots, see the design files at TIDA-00678.
To prevent thermal shutdown of the TPS92630-Q1, TJ must be less than 150°C. If the input voltage is
high, the power dissipation might be large. The devices are currently available in the TSSOP-EP package,
which has good thermal impedance. However, the PCB layout is very important. A good PCB design can
optimize heat transfer, which is essential for the long-term reliability of the device.
Maximize the copper coverage on the PCB to increase the thermal conductivity of the board because the
major heat-flow path from the package to the ambient is through the copper on the PCB. Maximum copper
is important when the design does not include heat sinks attached to the PCB on the other side of the
package.
Add as many thermal vias as possible directly under the package-ground pad to optimize the thermal
conductivity of the board.
All thermal vias should be plated shut or plugged and capped on both sides of the board to prevent solder
voids. To ensure reliability and performance, the solder coverage should be at least 85 percent.
Figure 55. TPS92630-Q1 Thermal Vias Under LED Driver
www.ti.com Design Files
9.3.2 LM74610-Q1 Layout Tips

Figure 56 shows the smart-reverse battery-diode layout. The following list contains recommended
information about the layout of the LM74610-Q1.
• The VIN terminal must be tied to the source of the MOSFET using a thick trace or polygon.
• Connect the ANODE pin of the LM74610-Q1 to the source of the MOSFET for sensing.
• Connect the CATHODE pin of the LM74610-Q1 to the drain of the MOSFET for sensing.
• The high current path of this design is through the MOSFET, and it is important to use thick traces for
source and drain of the MOSFET.
• The charge pump capacitor VCAP must be kept away from the MOSFET to lower the thermal effects
on the capacitance value.
• The GATE DRIVE and GATE PULL DOWN pins of the LM74610-Q1 must be connected to the
MOSFET gate without using vias, and the trace to the FET should be as short as possible.
• Obtaining acceptable performance with alternate layout schemes is possible, but this layout has
produced good results and is intended as a guideline.
Figure 56. LM74610-Q1 Smart-Reverse Battery-Diode Layout
9.3.3 TPS40210-Q1 Layout Tips

Route voltage-feedback (FB) traces away from other noisy traces or components.. Avoid routing things
under the switch node of a power inductor if possible.
FB nodes are high-impedance lines that are sensitive to disturbances. The switch node can radiate a
significant amount of energy and could couple noise into FB traces or other sensitive lines. Placing these
traces on the other side of the device (see the green square in Figure 57) helps mitigate noise-coupling
effects. It is critical to place analog and control-loop components such that their trace lengths back to the
IC are minimized.
The FB and COMP nodes are high impedance and susceptible to picking up noise. Because these nodes
are critical in the operation of the device control loop, poor placement and routing of these components
and traces can affect the performance of the device by enabling unwanted parasitic inductances and
capacitances.
The boost converter (U5) is a controller (external FET) and therefore gate drive signals must be routed
between the IC and the FETs. These nodes switch very quickly, so the distance and inductance they
travel should be minimized. It is important to use the fewest number of vias as possible. Two vias are
required in this design (see the purple square in Figure 57).
Figure 57. Switching-Converter Routing
9.3.4 PCB Layering Recommendations for 2-Layer Boards

Most LED driver boards in practice are 2-layer boards because of cost. Figure 58 is the stackup used in
this board. TI recommends a 1.5-mm 2-layer FR4.
Figure 58. Layer Stackup of the LED Board
www.ti.com Design Files
9.3.5 General Power-Supply Considerations

Input capacitors should be placed as close to the IC as possible to reduce the parasitic-series inductance
from the capacitor to the device it is supplying. Place the input capacitors in order of ascending size and
value, with the smallest capacitor closest to the device input pin (see C44 and C39 in Figure 59.
Figure 59. Input and Output Capacitor Placement
9.3.6 GND Pour and Via Stitching

Use a solid GND fill at the top and bottom layer with via stitching to keep current loops as short as
possible and to improve thermals (see Figure 60).
Figure 60. Solid GND Fill
9.3.7 PCB Layering Recommendations for 4-Layer Boards

If a 4-layer board is used, layer two should be a ground plane. Because most of the components and
switching currents are on the top layer, the inductive effect of the vias is reduced when currents are
returned through the plane. Figure 61 shows the layer stackup of a 4-layer board.
Figure 61. Layer Stackup
9.4 Layout Prints

To download the layout prints for each board, see the design files at TIDA-00678.
9.5 Altium Project

To download the Altium project files, see the design files at TIDA-00678.
9.6 Gerber Files

To download the Gerber files, see the design files at TIDA-00678.
10 Software Files
To download the software files, see the design files at TIDA-00678.
www.ti.com References
11 References
1. CISPR 25, Edition 3.0 2008-03, Vehicles, Boats and Internal Combustion Engines – Radio Disturbance
Characteristics – Limits and Methods of Measurement for the Protection of On-Board Receivers
2. ISO 16750-2:2010 Road Vehicles – Environmental Conditions and Testing for Electrical and Electronic
Equipment – Part 2: Electrical Loads, section 4.6
3. ISO 7637-2:2004 Road Vehicles – Electrical Disturbances From Conduction and Coupling – Part 2:
Electrical Transient Conduction Along Supply Lines Only, section 5.6
4. Texas Instruments, Automotive Three-Channel Linear LED Driver with Analog and PWM Dimming,
Data sheet (SLVSC76)
5. Texas Instruments, TPS4021x-Q1 4.5-V to 52-V Input, Current-Mode Boost Controllers, Data sheet
(SLVS861)
6. Texas Instruments, LM74610-Q1 Zero IQ Reverse Polarity Protection Smart Diode Controller, Data
sheet (SNOSCZ1)
7. Texas Instruments, TLC555-Q1 LinCMOS™ TIMER, Data sheet (SLFS078)
8. Texas Instruments, CSD18531Q5A 60 V N-Channel NexFET™ Power MOSFET, Data sheet
(SLPS321)
9. Texas Instruments, TPS7A16xx-Q1 60-V, 5-μA I Q , 100-mA, Low-Dropout Voltage Regulator With
Enable and Power-Good, Data sheet (SBVS188)
10. Texas Instruments, AN-2155 Layout Tips for EMI Reduction in DC / DC Converters, Application note
(SNVA638)
11. Texas Instruments, AN-2162 Simple Success with Conducted EMI from DC-DC Converters,
Application note (SNVA489)
12. Texas Instruments, Automotive Wide Vin power frontend with cold crank operation, transient
protection, and EMI filter, Application note (TIDUB49)
12 About the Author

ROBERT REGENSBURGER is a Systems Architect at Texas Instruments where he is responsible for
developing reference design solutions for the Automotive Body and Lighting segment. Robert brings his
extensive experience of more than 15 years of automotive analog applications to this role. Robert earned
his Engineering Diploma in Electrical Engineering from the Advanced Technical High School in
Regensburg, Germany.
Revision History www.ti.com
Revision History
NOTE: Page numbers for previous revisions may differ from page numbers in the current version.
Changes from Original (June 2016) to A Revision ......................................................................................................... Page
• Updated product-folder links ............................................................................................................. 1

• Updated TPS92630-Q1 3-Channel LED Driver schematic ......................................................................... 33
62 Revision History TIDUBP2A – June 2016 – Revised September 2016

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CISPR 25 Tested Automotive Tail Light Reference Design

Design Overview Design Features

TIDA-00678 Design Folder

ASK Our E2E Experts

Tail and Brake Light

V Reverse Battery LED Driver

Boost Converter LED Driver 3 x string

Over Voltage Turn Reverse Light

V Reverse Battery LED Driver 3 x string

Copyright © 2016, Texas Instruments Incorporated

All trademarks are the property of their respective owners.

1 LED Module System Specifications

Table 1. LED Module System Specifications

Tail and Brake Light

Reverse Battery LED Driver

Over Voltage Turn Reverse Light

Reverse Battery LED Driver

Copyright © 2016, Texas Instruments Incorporated

Figure 1. Tail-Light System Driven Off of a Battery

Tail and Brake Light

V Reverse Battery LED Driver

Boost Converter LED Driver 3 x string

Over Voltage Turn Reverse Light

V Reverse Battery LED Driver 3 x string

Copyright © 2016, Texas Instruments Incorporated

Figure 2. Step-Up and Linear LED Driver Block Diagram

3.1 Highlighted Products

TEMP Thermal Voltage Current

Copyright © 2016, Texas Instruments Incorporated

Figure 3. TPS92630-Q1 Linear LED Block Diagram

Copyright © 2016, Texas Instruments Incorporated

Figure 4. 4.5- to 52-V Input, Current-Mode Boost Controller

ANODE GATE DRIVE GATE PULL DOWN CATHODE

Copyright © 2016, Texas Instruments Incorporated

Figure 5. LM74610-Q1 Zero IQ Reverse-Polarity Protection Smart-Diode Controller

Figure 6. LinCMOS™ Timer

Copyright © 2016, Texas Instruments Incorporated

Figure 7. Low-Dropout Voltage Regulator

4 Automotive EMC and EMI Standards

4.1 ISO 7637-2

4.1.1 ISO 7637-2 Pulse 5a (Load Dump)

Figure 8. Load-Dump Pulse

4.1.2 Related Standards

4.2 ISO 16750-2

4.2.1 ISO 16750-2: 4.3.1.2 Jump Start

Figure 9. Jump-Start Profile

Functional Class C is the requirement for this test.

4.2.2 ISO 16750-2: 4.7 Reversed Voltage

t1 < 10 ms (rise and fall times)

Figure 10. Reverse-Battery Pulse

4.2.3 Cranking Profiles

Figure 11. Example of Cold Start

Table 2. Example Parameters for Cold Start

4.3.1 Conducted Emissions

Table 3. Peak and Quasi Peak Limits

Table 4. Average Limits

4.3.2 Radiated Emissions

Table 5. Peak and Quasi-Peak Limits for Radiated Emissions Testing