ivt hmi lese

Thumb through the pages of this magazine or any other recent issue of iVT and you are sure to find a dozen or more examples of flat-panel displays used in, or available for use in, industrial vehicles. Like laptops in the personal computing industry, touchscreen handsets in the mobile telephone business, and tablet computers in the publishing world, multifunction flat-screen displays are finding all manner of applications in industrial vehicles. They are being used to present vehicle information that was once shown with analogue gauges, to control various settings of the vehicle, manage vehicle attachments and implements, monitor and control inventory, and provide routing and work-related instructions to operators. There is every reason to believe that multifunction displays will see even more widespread use in industrial vehicles in the coming years. One of the most popular articles I have written for iVT was on the effective use of colour on vehicular displays, including sound colour coding, and the like. In keeping with the display guideline

theme of the earlier article, these pages provide guidance on the design of text and related line elements on displays. The mere existence of powerful, low-cost display technology available for use in i n d u s t r i a l vehicles does not a u t o m a t i c a l l y translate to a display that is legible, easy and comfortable to read, and easy to understand and use. Usually it is up to the designer or even the programmer of the device to lay out the information in an orderly and comprehensible

fashion. The multifunction display is, indeed, a blank slate. Through it the designer can add value and utility to the vehicle and system. If poorly executed, however, the multifunction display can become a source of frustration and even design-induced operator error. Human factor researchers have spent decades studying what makes displays legible and illegible, and this information is directly applicable to most display implementation projects. Multifunction displays, particularly the touchscreen variety, are literal windows of opportunity for addressing all manner of information and control needs. They are also a means by which a designer or programmer can add unwanted complexity and confusion to the operator’s task. With this in mind, the following pages provide general guidance on key attributes of characters and the basic design elements used in flat panel displays. Follow these guidelines and rules toavoid common display implementation pitfalls. Character size and viewing distance Characters shown on a display should be sized for worst-case viewing conditions. Among other things, poor viewing conditions can be brought on by high daytime ambient luminance, low ambient luminance at night, vehicle vibration, reflections, dust and even fingerprints on the display. Some drivers may be older and lack the visual abilities of their younger co-workers. All in all, it is best to establish minimum character sizes based on the worst case scenario. Symbol – or character – size is best defined as the visual angle subtended by the symbology (at the operator’s eye) in minutes of arc. The equation used to calculate visual angle is: height = distance x (tangent(degree)), where: height = height of the symbology, distance = distance from the viewer’s eyepoint to the display, and height and distance use the same unit of measure.

a set

of design

rules to help

ensure that your

next display development

effort produces

images and screens

that vehicle

operators

will find easy to read

and use

CharaCter referenCe

eLeCtrOnICS

iVT International Off-Highway 2011130

Thumb through the pages of this magazine or any other recent issue of iVT and you are sure to find a dozen or more examples of flat-panel displays used in, or available for use in, industrial vehicles. Like laptops in the personal computing industry, touchscreen handsets in the mobile telephone business, and tablet computers in the publishing world, multifunction flat-screen displays are finding all manner of applications in industrial vehicles. They are being used to present vehicle information that was once shown with analogue gauges, to control various settings of the vehicle, manage vehicle attachments and implements, monitor and control inventory, and provide routing and work-related instructions to operators. There is every reason to believe that multifunction displays will see even more widespread use in industrial vehicles in the coming years. One of the most popular articles I have written for iVT was on the effective use of colour on vehicular displays, including sound colour coding, and the like. In keeping with the display guideline

theme of the earlier article, these pages provide guidance on the design of text and related line elements on displays. The mere existence of powerful, low-cost display technology available for use in i n d u s t r i a l vehicles does not a u t o m a t i c a l l y translate to a display that is legible, easy and comfortable to read, and easy to understand and use. Usually it is up to the designer or even the programmer of the device to lay out the information in an orderly and comprehensible

fashion. The multifunction display is, indeed, a blank slate. Through it the designer can add value and utility to the vehicle and system. If poorly executed, however, the multifunction display can become a source of frustration and even design-induced operator error. Human factor researchers have spent decades studying what makes displays legible and illegible, and this information is directly applicable to most display implementation projects. Multifunction displays, particularly the touchscreen variety, are literal windows of opportunity for addressing all manner of information and control needs. They are also a means by which a designer or programmer can add unwanted complexity and confusion to the operator’s task. With this in mind, the following pages provide general guidance on key attributes of characters and the basic design elements used in flat panel displays. Follow these guidelines and rules toavoid common display implementation pitfalls. Character size and viewing distance Characters shown on a display should be sized for worst-case viewing conditions. Among other things, poor viewing conditions can be brought on by high daytime ambient luminance, low ambient luminance at night, vehicle vibration, reflections, dust and even fingerprints on the display. Some drivers may be older and lack the visual abilities of their younger co-workers. All in all, it is best to establish minimum character sizes based on the worst case scenario. Symbol – or character – size is best defined as the visual angle subtended by the symbology (at the operator’s eye) in minutes of arc. The equation used to calculate visual angle is: height = distance x (tangent(degree)), where: height = height of the symbology, distance = distance from the viewer’s eyepoint to the display, and height and distance use the same unit of measure.

Thumb through the pages of this issue, or any other recent copy of

iVT, and you are sure to find a dozen or more examples of flat-panel displays used in, or available for use in, industrial vehicles. Like laptops in the personal computing industry, touchscreen handsets in the mobile telephone business, and tablet computers in the publishing world, multifunction flat-screen displays are finding all manner of applications in industrial vehicles.

They are being used to present vehicle information that was once only shown with analogue gauges, to control various settings of the vehicle, manage vehicle attachments and implements, monitor and control inventory, and provide routing and work-related instructions to operators.

And there is every reason to believe that multifunction displays will see even more widespread use in industrial vehicles in the coming years.

steven Casey, ergonomic systems design


eLeCtROnICs

131

One of the most popular articles I’ve written for iVT was on the effective use of colour on vehicular displays, including sound design rules for colour contrast, colour combinations, colour coding, and the like. In keeping with the display guideline theme of that earlier article, these pages provide guidance on the design of text and related line elements on displays. The mere existence of powerful, low-cost display technology available for use in industrial vehicles does not automatically translate to a display that is legible, easy and comfortable to read, and easy to understand and use, however.

Usually it is up to the designer – or even the programmer of the device – to lay out the information in an orderly and comprehensible fashion. The multifunction display is, indeed, a blank slate. Through it, the designer can add value and utility to the vehicle and system. If poorly executed, however, the multifunction display can become a source of frustration and even design-induced operator error.

Human factors researchers have spent decades studying what makes displays legible and illegible, and this information is directly applicable to most display implementation projects. Multifunction displays, particularly the touchscreen variety, are literally windows of opportunity for addressing all manner of information and control needs.

They are also a means by which a designer or programmer can add unwanted complexity and confusion to the operator’s task. With this in mind, some general guidance on key attributes of characters and the basic design

elements used in flat panel displays are presented here. Following these guidelines and rules will help to avoid common display implementation pitfalls.

Character size and viewing distance Characters shown on a display should always be sized for worst-case viewing conditions. Among other things, poor viewing conditions can be brought on by high daytime ambient luminance, low ambient luminance at night, vehicle vibration, reflections, dust and even fingerprints on the display. Some drivers may be older and lack the visual abilities of their younger co-workers. All in all, it is best to establish minimum character sizes based on the worst-case scenario.

Symbol – or character – size is best defined as the visual angle subtended by the symbology (at the operator’s eye) in minutes of arc. The equation used to calculate visual angle is: height = distance × (tangent [degree]), where: height = height of the symbology, distance = distance from the viewer’s eyepoint to the display, and height and distance use the same unit of measure.

Visual angle is defined by the following formula: visual angle (minutes) = (57.3)(60)L/D, where L is the size of the object measured perpendicular to the line of sight, and D is the distance from the eye to the object. The 57.3 and 60 in the formula are constants for angles less than 600 minutes of arc.

Some generally recommended character or symbol sizes for a typical viewing distance of 71cm, or about 28in, follow.

• Titles and other key elements = 30 arcmin minimum (.50 degrees); • Dynamic or critical elements = 20 arcmin minimum (.33 degrees); • Static or non-critical elements = 16 arcmin minimum (.266 degrees).

Additional considerations are: • Increase symbol height as the criticality of the display information increases; • Increase symbol height as the number of alternate cues to legibility (e.g. consistent position, colour) decrease; • In general, provide greater symbol height for dynamic symbology (e.g. next turn) and warnings than for static symbology (e.g. labels or legends).

Character studyA clear and simple font such as Leroy, Hazeltine, Lincoln-mitre, Huddleston, and many Modern Gothic fonts should be used, and all fonts with script fonts and ornamentation avoided. Characters of simple style are most legible. Avoid the use of outline characters and heavily italicised characters too.

The generally recommended width-to-height ratio for characters in vehicle flat screen displays is 0.6:1 to 1:1. Exceedingly ‘tall and skinny’ characters, as well as ‘short and fat’ characters, take longer to read and are more likely to be misread.

Guidelines for in-vehicle flat panel displays generally recommend that characters have a stroke width ranging between 1:6 and 1:8, where the first value is the width of the stroke and the second value refers to the height of the character. Improper character stroke width and/or improper character aspect


ELECTRONICS

ABCABCABC

ABC

A B CABCAcceptable Unacceptable Acceptable Better

B BHeight(1”)

(0.6”) Width

Height(1”)

(1”) Width

Example of symbolwidth-to-character height

ratio of 0.6:1

Example of symbolwidth-to-character height

ratio of 1:1

Figure 1: Calculating the visual angle

Figure 2: Acceptable and unacceptable fonts Figure 3: Acceptable range of character height-to-width ratio

iVT Off-

Highway

2007 p10

use of colour

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132

ratio are two of the most common design deficiencies on vehicular flat panel displays.

Character separation refers to the horizontal spacing between the edges of characters. Vehicular display guidelines generally recommend that horizontal character spacing ranges from 0.1 of the height to 0.25 of the height. This is also referred to as the space-to-symbol height ratio. As a general rule, spacing should be greater for information of higher criticality and for information that is dynamic as opposed to static.

As a general principle, use all capitals for brief labels or display elements. Use upper- and lower-case script for longer text elements such as sentences. Overall, very brief labels that are all-caps are more legible; longer text strings that are upper and lower case are more readable.

Space and colourAs a general rule, text should be oriented horizontally. Some exceptions to this rule may be necessary when labelling streets, aisles or other elements on a map display. Horizontal spacing between words is typically recommended to be three times the stroke width of the characters, but may need to be greater if large spacing between characters within words has been used. The space between lines of words when all capital letters are used is recommended to be, at a minimum, one-third of the character height.

The colour of the character and the colour of the background on which the character sits have a significant impact on legibility. Red on orange, blue on purple, red on blue, red on green, blue on red, and purple on black are among the combinations of saturated colours that will be less legible overall, but particularly less legible for an individual with defective red-green colour vision.

One should also avoid the use of light colours and backgrounds that are low in contrast such as pink on fuchsia, pink on light blue, and yellow on light

CONTACT www.ErgonomicSystemsDesign.com [email protected]

Acceptable Better

M MHeight(0.8”)

(0.1”) Stroke width

Height(0.6”)

(0.1”) Stroke width

Example of symbolstroke width-to-character

height ratio of 1:8

Example of symbolstroke width-to-character

height ratio of 1:6

blue. For the technically inclined reader, the colour of a character, symbol or line, and the colour of its background should have a minimum ‘colour contrast’ of 100∆E (CIE Yu’v’ distance).

Character-ground contrast Contrast is defined as a ratio of minimum and maximum luminance values. One value is typically for the ‘figure’ and one value is typically for the ‘ground’.

Contrast ratio = (luminancemax/luminancemin) where: Luminancemax = luminance emitted by the area or element of greatest intensity, and luminancemin = luminance emitted by the area or element of least intensity.

The preferred symbol/ground contrast for vehicular flat panel displays

is 7:1. The minimum symbol ground contrast is about 3:1. Luminance contrast, also known as contrast ratio, is, within limits, more important to symbol legibility than symbol luminance.

As a general rule, the greater the veiling luminance, the greater the contrast ratio should be in order to maintain display visibility. Generally, extremely low (less than 1.0) and extremely high (more than 15.0) luminance contrasts should be avoided. Also, colour and brightness contrasts can be additive, suggesting caution in the use of brightly coloured backgrounds. A fundamental rule of thumb is to make sure that the set of colours used represent a grey scale in the luminance domain.

So there we have it: a set of design rules to help ensure that your next display development effort produces images and screens that operators will find easy to read and use. New flat panel display technology has opened up a world of potential for the industrial vehicle sector. The end product, however, will only be as good as what is put on the marvellous and new blank slate. iVT

Steven Casey is president of Ergonomic Systems Design Inc in Santa Barbara, California, USA

FigurE 6: Acceptable range of vertical spacing between words

FigurE 7: Acceptable range of horizontal spacing between words

Acceptable Better

ATIS A T I S(1”) Height

(0.1”) Space

(1”) Height

(0.25”) Space

Example of symbolspacing ratio of 0.1:1

Example of symbolspacing ratio of 0.25:1

FigurE 4: Acceptable range of character stroke width

FigurE 5: Acceptable range of character spacing

SpACiNgBETwEENliNES OfwOrdS

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TIRE SIZEB a

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iVT International off-highway 2011

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133

IVEKA Automotive Technologies Schauz GmbH

Talweg 8 | 75417 Mühlacker-Lomersheim/Germany | Phone +49 7041 9695-0 | Fax +49 7041 9695-55 | E-Mail [email protected] www.motometer.net

This display can do (almost) everything!

- Evaluates the digital data of a modern

engine managment system directly

- Up to two video cameras can be

connected; the images can be displayed

simultaneously or separately with other

information

- The high resolution monitor is flexible in

installation & individually programmable

MOTOCANDIS Multifunctional Display

IVEKA_Anzeige_MOTOCANDIS_180x1321.qxp:IVEKA_Vorschlaege 25.05.2009 15:31 Uhr Seite 1

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MANAGING COMPLEX VEHICLE ELECTRONICS ARCHITECTURE WHILE MAKING THE HMI MORE INTUITIVE FOR OPERATORS SUITS ALL PARTIES DOWN TO THE GROUND. WITH ONE PRESS, YOU CAN GET WHAT YOU CAME FOR…

When you are in the fi eld with OEMs, the current most popular

topic is effi ciency. Can the overall machine output performance still increase while the energy losses are further reduced? In other words, can we further optimise vehicle system architecture in such a way that new components have more (eco-friendly) features available for merely the same cost? Can we simplify and make more intuitive the operator’s interface so more people can interact with different platforms more swiftly?

This simply means there is a need to continuously monitor the vehicle’s behaviour, process data from all sorts of sensors, update all information at all times, and better understand the diffi culties a vehicle has to overcome when, for example, power demand is at its maximum. New software platforms have great potential to meet these application demands.

Squamata off-road distributionSquamata is a software platform, tuned to meet off-highway needs, that enables the customer to build applications easily. Interfaces, such as Ethernet for easy programming or USB for user-friendly upgrades, are combined with machine-specifi c applications, such as CAN-based

STAIRWAY TO HEAVENMARKO BOVING


ELECTRONICS

engine control and digital or analogue I/O. This powerful combination is available for OEM customers, allowing their engineers to focus on effi ciency.

The real added value for engineers is demonstrated in e-init, p-bus and fdev. E-init is a program supervisor that monitors applications and recovers them dependency-based. P-bus (parameter bus) is a middleware communication protocol for machine parameters, and fdev is a fast udev replacement, responsible for the dynamic device driver management. The focus remains on the machine functionality rather than the Linux integration techniques.

In other words, the focus remains on the application layer, being the upper layer of the system. This way, applications are timeless and hardware independent and engineers can follow evolving hardware technologies in the future. Squamata supports different hardware platforms (ARM/PPC/x86) that are found in displays and controllers.

Due to the presence of ABVS (Automated Build and Verifi cation System), Squamata’s reliability increases drastically! Next to reliability, long-term availability is no longer a concern. As the complete source-tree is inhouse, any version of Squamata can be reproduced at all times. Users can also port their own software stack on Squamata: Isobus Virtual Terminal and Codesys applications being one of them.

Chameleon touchscreenMiddleware devices fi ll the gap between processing a mass of data and the haptic senses (touch and vision) of the operator working in the fi eld. Middleware physical objects give meaning and context to the end-user. A touchscreen with vibration feedback and rotary encoder with separate enter functionality, integrated in the display body, are example of middleware solutions.

The Chameleon touchscreen displays (confi gurable hardware) with Squamata Off-Highway distribution (standard add-on) provide all the parameters tuned to the needs of the off-highway machine, enabling the easy embedding of the client’s application into the software. The

Chameleon touchscreen runs best with your application using Squamata software distribution

Focus on your vehicle application with the Squamata software platform

135

I/O to cope with the specific functional programme for any particular vehicle is easily configurable with Chameleon hardware, whether it is the range of display sizes (7-12in), the quality of the screen display, the availability of a touchscreen, or the optional vibration feedback. The system architecture is built on one high-end motherboard and one customer-specific interface board. Camera input, USB port, additional I/O for master/slave devices, sensor inputs, frequency outputs and PWM outputs are all available as digital or analogue inputs. Ethernet is also available for programming purposes.

Embedded devices from EIA Electronics’ are mounted on all


ELECTRONICS

types of machinery and are well capable of dealing with all parameters, such as speeds, temperatures and pressures, using a mixture of simple, complex and proprietary protocols. These devices support several applications:• Controller: engine and actuator control; transmission and gearbox;• Display: machine parameters, video input and diagnostics;• Communication: CAN gateway, GPS and GPRS, etc;• Sensors: image viewing, angle and Hall-effect sensors among others.

MFA-MFB-MFCOperators used to need to think twice before they operated a

switch – once they’d remembered which switch controlled which function. This was up until Ergotronics became reality.

The thematic grouping of functions into intelligent clusters with only one footprint; creating zones for primary and secondary functions onto multifunctional handles; shaping these function groups around the user’s thumb and finger; guiding people via colour and touch aspects towards the correct actuation process, and programmable icons depending on the given context – these are all results of research and development work with the customer on how to put into practice programmable electronics based on ergonomic sound design. The result was a state-of-the-art modular armrest design with high-end specification.

As a result of a joint effort between Grammer and EIA Electronics, the MFA mechanical adjustment mechanism forms the base of the new armrest. It can hold one operator (up to 100kg of static weight) on the end of the arm. The large display, weighing up to 10kg, can be clearly read without any vibration. Its adjustability is compliant with the ergonomic ranges typical for off-highway operator seat standards. The MFA is the building block of the complete armrest.

The exciting new MFB housing fits neatly on the MFA and houses a glove box or optional MFC clusters, an armrest cushion with allowance for the forearm and has a smooth overall surface finish. The MFB, with its internal frame, holds

Drive and Twin Keypad Clusters are available as series parts. Twice the functions can be provided from only nine buttons

Armrest with wide customised end-of-arm, with up to four intelligent clusters and external Chameleon display

the custom specific end-of-arm and guides the cable harness to the back.

The end-of-arm is where the OEM customer can really shape his interface: although different handles, joysticks, displays and clusters are available, the design engineers can express their creativity on the human interface controls that best fit the functional programme of the machine. Here, EIA Electronics plays the role of integrator and co-designer, and supports the choices that have been made.

Migration of functions towards the armrest is no longer front-page news: to increase end-user comfort, primary functions and controls should be in the comfort zone/reach zone, preferably under heart-level of that person.

EIA has come up with the 85x85mm MFC universal cluster architecture with CANbus protocol that encompasses most of the important functions to guide and manipulate a vehicle.

Getting all a-clusterThe Twinkeypad cluster, for instance, provides two functions per push button, creating 18 different functions available in sequential order. When the operator changes the implement or attachment tool on his vehicle, for example, he can switch immediately between two sets of nine functions available on only one cluster. To allow more functional status (active/on/off/danger/error, etc), programmable multicolour LED backlights per function were introduced.

Icon lay-out is according to the OEM’s configuration needs.

In the drive cluster, multiple switching functions are available. Combined with typical range lever indicators, positive friction feel and superior tactile feedback make the drive cluster an integral part of controlling engine and transmission features.

Because of the landscape and the portrait application, different mindsets of end users on how to position a lever can be anticipated. Four switches are positioned sideways and have configurable icon layouts according to their needs. To facilitate using these clusters with other controls, additional I/O has been introduced per cluster. There are 28 inputs in a Multiplex constellation to support 28 switches in the external multifunctional handle. One analogue output provides a backlight for a handle, while a buzzer and external speaker can even be found on the external interface. iVT

Marko Boving is programme manager for EIA Electronics where he has worked for more than 12 years

ELECTRONICS

iVT International Off-Highway 2011 137

CONTACT www.eia.be [email protected]

Existing controls can be re-used, while others – such as a navigation cluster for interfacing with the external display – can be added

Custom-specific narrow end-of-arm and multifunctional handle on the MFA-MFB armrest

a multifunctional interface that displays a high-resolution image of the machine’s environment is helping improve safety at work by quickly highlighting any incidents before they become a risk

An important issue – especially for drivers of construction machines,

commercial vehicles and mobile work machines – is safety at work. Motometer’s Motocandis display unit helps to do just this: it analyses the data of a modern engine management system directly and displays it on a high-resolution, low-reflecting glass colour monitor (6,5in VGA-display). Two video cameras can be easily connected to both video inputs. Offering workspace observation by showing a detailed view of important working areas or objects, Motocandis allows work to be undertaken accurately and without any people or property damage. The solution also offers a high-quality extensive panoramic vision.

This multifunctional display is individually programmable. Due to the user-friendly interface, Motocandis is simple to handle. Users need no advanced programming knowledge.

The camera images can be displayed in full-screen or picture-in-picture format, either on a continuously or event-driven basis. It is also possible to show other information at the same time, such as the real-time clock, distance or operating hours counter. All information can be individually shown with the Windows-based calibration software. The user can choose from different presentations of the data, such as the classic round display, bar graphs, text or digital values. A simulation tool enables animation at place of employment. Furthermore, specific bitmaps or logos can be involved.

Numerous functions increase safetyIn addition to periodic standard data, Motocandis can present warnings and error codes as well as further information, increasing the safety in the driver’s cab. So it is possible to program an event-controlled display, which shows when defined settings have gone below or beyond. If a defined temperature, speed or pressure range is exceeded, Motocandis brings this incident to the fore and highlights the problem. To provide an acoustic warning, a buzzer (85db/m) can be switched on or off.

The menu of the CAN displays can be operated with the six illuminated, freely configurable keys and an ergonomically mounted rotary knob. The two independent CAN interfaces enable the receiving of data and error messages, as well as sending analogue measuring data or parametering data on the CANbus. The transfer rate is adjustable up to 1Mbit/s, while the CAN interfaces support standard SAE J1939 and CANopen.

The rugged housing of Motocandis has been designed to withstand the special requirements of harsh operation environments, such as temperature,

humidity, vibration and EMV-ascendancies. The high resolution (640x480 pixels) and the internal, additional graphics processor make highly detailed and fluent images possible. The display unit is construed for a supply voltage between 9-32V. The real-time clock is buffered against interruptions in the power supply up to 500 hours. iVT

Joachim Bulla is MD of Iveka Automotive Technologies Schauz GmbH

iN the liNe of site

CONTACT www.motometer.net [email protected]

joachim bulla

above: Motocandis increases the safety at work

left: Motocandis makes the direct evaluation of digital data of a modern engine management system possible

electRoNics

138 iVT International Off-Highway 2011

We want to be your preferred & most reliable partner for the development & supply of customised solutions for off-highway vehicles

Rugged display 7”High end controllersArmrest with custom End-of-ArmLateral console & intelligent clustersMulti functional Handle

Solutions for Displays, Controllers, Consiles, Handles, Communication Modules & Intelligent Sensors

E.I.A. Electronics nv Vluchtenburgstraat 3B B-2630 Aartselaar, Belgium Tel +32 38708280 E-mail [email protected] www.eia.be

Rogator MultihandleCAN bus drivenCustomizable control panel

finding it difficult to track down the right electronic parts?new developments in terms of microprocessors, touchscreens, pedals, lights and sensors could take your breath away

Constantly on the lookout for innovative solutions, Cobo’s

wide range of electrical, electronic and electromechanical products available to equipment manufacturers has been designed with an emphasis on the pursuit of excellence in technology, with continuous investment in research and development, and quality control.

Among the latest high-tech products launched by the group, Tera is a new line of multifunction displays for mobile applications based on CANbus networks – the ideal solution for the high-end man-machine interface. The 6.5in VGA display and the 12in SVGA touchscreen are based on Arm architecture and Linux operating systems, and are equipped with PAL/NTSC, USB, Ethernet, CANbus and serial video camera inputs.

With its extensive memory capacity and speed of calculation, it can manage a variety of pages, including control of the engine and transmission, load limiting, black-box and data loggers. The Tera line can be customised through VT3, a Cobo-owned tool that enables customers to program the graphics and vital functions. VT3 can also program the range of units including EN13849 compliance, MIDAC+ and MC2M.

MIDAC+ is a master or slave unit based on a high-speed processor and a large number of I/O, while MC2M, Cobo’s most powerful central unit, is defined by a dual processor and multiple configurable I/O. These units control the vehicle’s electronic security systems.

cabin pressure?carLO LineTTi & GianGiacOMO De aMbrOsi


eLecTrOnics

Giga multifunction cluster

Cobo is an international supplier of ISObus, the system that connects agricultural equipment, self-propelled machinery, and work equipment with electronic control units via a CANbus network. ISObus enables immediate unit recognition by the cabin’s control system, turning the equipment into a plug-and-play device and making the meeting between machine

and tool possible. The units on the vehicle interface directly with proprietary systems before transferring only the necessary information for controlling the equipment via a unique user interface (controls, joysticks and virtual terminal) in the cabin.

The standard ISObus enables operational diagnosis on both the vehicle and the equipment, which, until relatively recently, was considered too complicated because of the difficulty of

Tera6, Cobo’s 6.5in multifunction display

MC2M is a main CANbus controller

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interfacing between the different systems. ISObus represents the birth of the ‘Precision Farming’ of the future, which would be impossible to achieve without effective dialogue between the equipment and the tractor.

Safety in sensorsWith regard to agricultural applications, Cobo is actively addressing the issue of safety, designing and implementing Sentinel, a device that can help operators to prevent farm machinery toppling over on unstable land by monitoring and displaying the risks directly to the operator.

Sentinel is a multisensor master unit that includes sensors, GPS and a main controller with a microprocessor that uses a dedicated algorithm to process vehicle-specific data. Cobo renewed the multifunction cluster line with active matrix tools, in which traditional analogue indicators are equipped with small displays to enable the operator to manage even more information.

Alga TFT boasts a 3.5in colour thin-film technology (TFT) display with QVGA resolution and up to four indicators based on its ‘stepper motors’ technology. All 26 indicator lights are made using high-efficiency LEDs for the tool’s night backlight. Alga TFT is equipped with CANbus ports, digital and analogue I/O, an automotive connection and video camera input.

Giga is a cluster with a 3.5in display incorporating colour QVGA resolution, with six analogue indicators with stepper motors, 34 warning lights and LED backlight, two CANbus- and two video inputs, and digital and analogue I/O configured via hardware.


ELECTRONICS

left: Tera12, a 12in touchscreen display

below: Sentinel can greatly improve safety in agricultural machinery

This family of cabin electronics includes the new JIM joystick, which is based on Hall-effect technology. The entire range is available with analogue or CANbus to interface with the latest equipment; the control knob’s functions are bespoke to suit customer needs; and absorption is low due to optimised electrical components.

Winner’s pedalAnother new product in the cabin is the electronic pedal (EPD), which was developed to control modern diesel and electric engines by interfacing with the ECU. In CANbus versions, this is ideal for interfacing with large mobile automations. However, the electronic pedal can be installed in cars with mechanical command engines when coupled with specific control actuators.

The EPD pedal was built using only the most advanced industrial processes and the finest materials, and can be installed on the cabin floor in all industrial vehicles. With its main support cast from aluminium, stainless steel mechanisms and nylon pedal, the EPD guarantees maximum reliability and ergonomics for unbeatable off-highway performance.

The pedal has been subjected to rigorous environmental and electrical tests to ensure reliability, and uses redundant Hall-effect angle sensors to conform with strict security measures. EPD is available with ratio-metric output, or PWM and CANopen connections.

To improve the vehicle’s Controller Area Network, the company designed Multilink, an innovation enabling quick and easy sensor- and actuator connection to the network. Adopting Multilink to the machine’s network increases reliability by eliminating excess welding, makes the system more compact by combining various connections into a single component, and provides system flexibility, allowing the manufacturer to add components easily and quickly.

As for its mechanical product line, Cobo has revolutionised the steering column, launching the new Pati series. The mechanical part is manufactured from an aluminium alloy, providing benefits in terms of weight saving and safety. The Pati series is characterised by its telescoping and tilting steering columns. Functions are controlled using a single lever: pull up for telescoping below the centre of rotation; push down for angular adjustment.

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CONTACT www.cobospa.it [email protected]

Electronic avenueCobo also offers innovations in the field of electronics: the Mercury range of multifunction LED tail-lights are ready to be applied to the next generation of vehicles. The range features an internal microprocessor that is capable of communicating through LINbus with the vehicle network. The electrical wiring can be simplified to enable dialogue between the unit and the light itself, while messages can be exchanged about parameters such as operating states, frequency of ignition, fault detection and system diagnostics.

The range of Omnia switches includes several lever-type switches, inverters and wipers, and Hall-effect technology guarantees their reliability. This well-proven ‘no-contact’ technology eliminates traditional mechanical degradation, ensuring greater reliability and longer life in comparison with traditional devices.

The entire Omnia range can communicate with the vehicle network via CANbus but it is also possible to drive the same loads through a special interface unit. The range is easily mounted in the control panel and steering column. Moreover, the inverter

function is available in hardwired logic for greater security.

The company has recently launched a new range of LED worklights designed specifically for off-highway applications. The distinguishing features of the range are their water resistance (IP69) and resistance to vibration, making them suitable for harsh working conditions. And by using LED technology, the system is able to deliver the same brightness as conventional bulbs, with a much lower power consumption. These worklights are particularly suitable for installation on electric vehicles, enabling electronic light management depending on their different uses.

In anticipation of market trends, the Cobo Group has chosen to introduce a new version of its now-famous Aerodrop LED series, with bright, flashing bars. Designed and developed in Italy, this family consists of high-quality new-technology products at competitive prices.

The Thor Inverter range was specially designed for maximum performance and reliability when used in stressful working conditions. These inverters are available in 450A, 350A, 200A and 150A configurations and are adapted for 80V, 48V and 24V. These inverters are typically used in golf carts, forklift trucks and various industrial vehicles.

Their special feature is the algorithm that governs it. With identical nominal power, this algorithm reaches higher inrush peaks and currents when compared with inverters regulated by traditional algorithms. This enables the user to install smaller engines because Thor guarantees standard performance with outstanding inrush currents.

The company has also developed a range of capacitive level sensors to accompany traditional resistive versions. These sensors can recognise fuel with a different dielectric constant within a given range. Having no moving mechanical parts to wear out, their lifespan should be much longer than that of resistive indicators.

The use of resistive indicators is particularly effective inside tanks with complex geometric shapes because management of the output signal can be regulated by adjusting the internal microchip. iVT

Carlo Linetti is sales and marketing director; Giangiacomo De Ambrosi is marketing manager at Cobo Group

Above: Alga TFT multifunction clusterright: The Pati aluminium steering column


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left: Omnia CANbus column steering switchright: Mercury LED lamp

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Mobile Hydraulics

WIKA pressure transmitters for mobile hydraulics applications withstand even the toughest environments. Due to their exceptional resistance to extreme shock, vibration and pressure peaks they provide reliable performance even under harsh conditions.These compact products, designed for automated high-volume production, meet highest quality standards at an excellent price/performance ratio.

A plus from WIKA for your mobile hydraulics application.

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Mobile Hydraulics

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Looking for an eLectronic dispLay that can be customised to your specific appLication needs? this easy-to-use configuration software gives oems compLete controL over design and integration possibiLities

As it integrates more and more systems and delivers increased

information, off-highway equipment is becoming increasingly complex. As emissions requirements continue to tighten, OEMs must find a way to monitor and display pertinent engine information. Electronic displays provide a more comprehensive view of vehicle system information, but it can be difficult for OEMs to find a display that fits their specific application needs.

FW Murphy provides manufacturers with a range of displays that offer both the flexibility and capability to fit an array of applications. Its PowerView line of products – PowerView 750, PowerView 450 and PowerView 101 – combined with available configuration software, provide equipment manufacturers with the right level of customisation for their application.

Customised design – with reduced time to marketAn excellent example of customers’ desire for full configuration would be the iPhone, which is designed to perform basic functions (such as making phone calls or surfing the web). However, it’s the apps that enable the user to customise their experience. They can transform their iPhone into a business tool, a multimedia viewer, a game machine and much more.

Murphy’s new PowerView platform provides a similar experience. The hardware and software enable customers to build their own intellectual property and then sell the display as a product unique to their own company.

While many electronic displays require manufacturers to work within a predetermined configuration, Murphy’s line of PowerView displays can be tailored to OEM specifications using configuration software that gives them increased customisation options over design and display functions. This enables OEMs to choose the graphics and configuration that works best with their application.

Murphy’s configuration software is an intuitive tool that allows OEMs to choose how they want the machine’s

information displayed. The software offers varying levels of control, from basic display options to in-depth custom programming, through C-code and scripting capabilities. By performing the changes themselves through a simple interface, OEMs no longer have to wait on the display provider to customise the changes.

This approach can shorten the time to market by correctly matching the customisation work with the right skill levels. Rather than customise all the display elements through programming code, companies can assign programming tasks based on skill levels. Those with basic skills can focus on graphics and menus via a drag-and-drop interface, leaving the more advanced team members free to perform more detailed work that requires coding.

The configuration software enables users to modify the look and feel of their equipment screens and machine information from a personal computer. It provides equipment manufacturers with a base library of templates and custom screen designs, as well as the ability to upload their own images to design customised screens. This simplified approach to graphics also gives engineering teams the option of having a graphic artist render a

background or layout before importing it into the display.

The ability to change content without programming extends to translations as well. The configuration software currently supports 10 languages – English, Spanish, French, German, Italian, Russian, Japanese, Portuguese, Chinese and Czech – and users can import additional font sets for increased language support. The configuration tool permits users to export text, translate it using external resources, and then re-upload the translation back into the display.

Control your detailsUsers can alter more than 100 J1939/NMEA-compatible parameters, add custom parameter definitions and change the composition of the screen to include specific gauges, graphs and on-screen text. The software tool supports several protocols for machine integration, including J1939, CANopen and NMEA.

If an equipment manufacturer does not follow the J1939 or CANopen standards, an engineer can still define the CAN packet structure to work properly with their application through Murphy’s FreeForm CAN protocol, which is an easy way of integrating proprietary protocols. This gives

displays your wayMurphy’s PowerView displays can be customised around specific application needs

stephen hueser & JessiCa hall


eleCtroniCs

145

engineers the freedom to install other products other than those offered by the manufacturer.

In addition to these parameters, OEMs can edit troubleshooting information, such as diagnostic codes and messages, and display corrective instructions when a fault occurs. Users can also link bitmaps to parameter data for graphic alarms.Additional features include an ability to drag and drop components, as well as adjusting colours and measurement units.

For manufacturers looking to create a one-of-a-kind display, the configuration software allows the writing of their own applications using in-depth custom programming options. The configuration software is so versatile that it can handle even the most demanding programming and application requirements.

Choose your displayMurphy understands the importance of having the right balance of features for a specific application. Having a display with too many or too few capabilities

and features is not beneficial to either the manufacturer or the end user. This is why the company developed three levels of electronic display for the off-highway market. Equipment manufacturers can now choose which feature set works best for their own specific application.

Murphy’s fully-modular CAN-based display, the PowerView 750, integrates electronic engine, transmission and machine information onto a 7in (178mm) WVGA-bonded LCD flat screen for optimum viewability. OEMs can customise the display to include up to 16 buttons, and change everything from the number of inputs available on the I/O board to the shape and colour of the bezel.

OEMs can also modify the I/O board configuration to meet their application needs. The location and number of inputs available can be reconfigured to match connections in the equipment and create a drop-in solution so that production of the equipment is unaltered.

Standard configuration includes three CAN inputs that support several

protocols, including J1939, NMEA2000 (for GPS data) and CANopen. The PowerView 750 easily allows users to integrate into Tier 4i/Stage IIIB emissions-compliant applications.

The display features an optional video input to support a camera, as well as a USB port, which can be used for firmware updates and to store diagnostic data. The MODbus output allows users to connect to remote communication devices or output information to Murphy PVA gauges. To provide a comprehensive view of equipment operation, the PowerView 750 display now features service reminders and data-logging capabilities.

Like the PowerView 750, the PowerView 450 display (available from January 2011) is a fully configurable display that was designed to make customisation simple. It has similar features to the PowerView 750, but it was designed to fit in tighter spaces. With a 4.3in (109mm) screen and streamlined design, it fits small- to medium-sized machines perfectly.

The PowerView 450 has a bonded LCD for optimum viewability. In addition, manufacturers can customise the bezel, buttons, I/O interface and more. The PowerView 450 display was also designed for Tier 4 compliance.

The PowerView 101 display is a powerful multifunction tool that allows operators to monitor several different engine, transmission, or machine parameters and service codes on a single compact screen. The display translates standard J1939 fault codes into easy-to-read text, and displays them on a fully graphical, backlit LCD screen. It also


ELECTRONICS

Above: Design your dream display – modify screen layout, add custom graphics and moreLeft: Create custom screen designs with the easy-to-use configuration tool

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CONTACT www.fwmurphy.com [email protected]

NEW! NORDIC LIGHTS new LED work light offers long lifetime and high operational safety with minimum maintenance. Extreme Heavy Duty Dampening and High Light Output.

NEW! NORDIC LIGHTS new LED work lamp features multi voltage usage and low power consumption. The compact light lasts in though conditions and is completely waterproof.

NORDIC LIGHTS small LED work light. Suitable for most applications where a compact and robust lighting source is required. Offers multi voltage usage and low power consumption.

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enables operators to customise the display to show either a single parameter at a time, or a quadrant display showing four parameters simultaneously.

The PowerView 101 displays both active and stored diagnostic trouble codes (DTC), and features large, easy-to-read fault symbols. It also features four touch-sensitive buttons for scrolling and parameter selection, and ultra-bright LED indicators for both warning and shutdown fault conditions. The display has recently been upgraded to include new Tier 4 capabilities.

Choosing the right display is key, and with Murphy’s wide range of displays for the off-highway market, equipment manufacturers can choose the display with the right mix of features for their particular application.

Maximise your integrationThe PowerView displays are part of the MurphyLink system, a line of J1939-compatible instrumentation. Murphy’s MurphyLink system includes additional products and services that combine all aspects of modern electronic equipment into a simplified yet powerful view.

The XM500 is an I/O module that expands the capabilities of the PowerView

displays. The module can pick up additional digital or analogue parameters not supported by the existing OEM equipment ECU and bring it into the display via J1939. When coupled with the PowerView displays, the XM500 provides manufacturers with more advanced alarm and shutdown options.

The SenderCAN I/O module steps in where ECU I/O is scarce. The SenderCAN integrates both analogue and digital measurement, as well as control and indicating devices into modern ECU-based engines and systems. The SenderCAN module has up to four inputs and two outputs that can be configured to meet OEM or application-specific measurement needs.

The MeCAN input module translates resistive sender, fault switch and speed signals from mechanical, non-ECU engines into SAE J1939 CANbus data. The MeCAN’s three sensor inputs and one output enable manufacturers to integrate multiple sensors into modern electronic displays.

The FuelCAN fuel level sender translates an analogue fuel level sender signal into digital SAE J1939 CANbus data, providing valuable fuel tank data that most ECUs do not provide. The

FuelCAN enables the integration of standard senders into modern J1939 displays, such as the Murphy PowerView displays.

Combining these products with Murphy’s displays gives manufacturers the ability to add even more options and create an innovative and customised display. Manufacturers can integrate specific application data – radio, camera, GPS, HVAC control, hydraulics, telematics and more – into one powerful and easy-to-use display customised to their needs.

Murphy’s configuration software and wide range of displays gives equipment manufacturers more options than ever. Manufacturers are no longer confined to the predetermined limitations of a one-size-fits-all display. With a customised display from Murphy, equipment manufacturers can create a powerful display system that exactly meets their specific application needs. iVT

Stephen Hueser is Murphy’s off-highway focused business unit leader; Jessica Hall is Murphy’s marketing communications specialist

ELECTRONICS


ELECTRONICS

NOT juST a pRETTy faCE

The newly developed Operator Series Opus A3 is now going into

series production. Based on a common powerful 32-bit electronic platform with a 4.3in TFT (thin-film technology) display, the Opus A3 has already received great acceptance, not only due to the remarkable design, but also by the multitude of functions and features.

The Opus A3’s display is 480x272 pixels large and supports 262,144 colours. In its heart beats the i.MX25/35, a 400/533Mhz processor that is capable of handling complex applications such as navigation or video. Two CANbus interfaces are responsible for main communication and allow a flexible network topology. The USB connection is used for system updates and retrieving data logged on the Opus A3’s memory.

The most comfortable way to program the Opus A3 – and the most suitable for new developers – is the Wachendorff Projektor Tool. The Java-based Tool for Windows NT/2000/XP offers a really WYSIWYG (‘what you see is what you get’) environment and provides graphical access to all necessary features. Adding a picture graphic, a bargraph, a numeric display, a meter object or a camera picture is just a mouse click away. Most graphical settings can be changed very easily and objects can be placed on top of the screen in no time by using drag and drop.

Creating a screen is easily possible without knowledge of a programming language. Previously existing picture libraries can even be used. Installing a new project on the Opus A3 is nothing else but plug and play – install the project on a USB stick, plug it in and start playing. Another special feature of the Opus A3 device family is that it can be fitted as panel mount or standalone.

The Projektor Tool and Opus A3 also support CAN protocols such as CANopen and J1939. Using these standards provides a great flexibility, the main reason why even larger customers have stopped using their propriety system design and changed to one of these standards. Wachendorff Elektronik supports these standards to allow its

customers a flexible and reliable adoption of the system. And in case a propriety solution is necessary, you can create your own CAN messages in a CAN pure mode, called CANfreestyle.

This may sound enough, but there’s even more to it! Although most standard applications can be programmed using the Wachendorff Projektor Tool, customers can choose to use CoDeSys 3.X or C/C++ for projecting to gain more flexibility. Visualisation with animations are no problem due to the flexibility of CoDeSys and C/C++ combined with the powerful electronic of the Opus A3.

The concept and the approach of the Opus A3 is spot-on and the market shows that this works. The module can be used in many different applications: one project involves a tow tractor for aircraft. Here, the Opus A3 is used to display the engine data of the vehicle. The operator observes and controls the tow tractor’s conditions while preparing the next aircraft for take-off. Sunny hot summer days or harsh and cold months in winter are taken in the unit’s stride, with its operating temperature range

the easily programmable opus a3 and a6 platform displays may look beautiful, but they also provide a wide array of services, from straightforward data presentation to intricate machine control

from -30° to +75°C. And if necessary the Opus A3 can be used outside – it fulfils the IP67 protection level and is designed to truly operate outdoors.

Hardly small potatoes…Another project of the Opus A3 involves its use on a potato harvester. Potatoes are harvested by picking up the dam in which they are growing and placing it on a conveyer belt. The earth, stones and leaves are separated from the crop and transported via another conveyer belt on the transportation arm to a side truck.

During this whole process, it is important that the vegetables do not get damaged. In particular, their thin skin must not get destroyed, or they will rot too early. Key to this is to ensure that the freshly harvested potatoes do not fall from a great height onto the collector truck – and this is exactly where the Opus A3 will help. It controls the height of the side arm and helps to adjust it so that the fall is a soft one. To change the

ABOVE: Opus A3 – a small but powerful unitBELOW: Opus A6 – the bigger brother

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TT needs kerning in PRETTY

martin schroeder


eLectronics

not just a pretty face

height, the angle of the transportation arm can easily be changed.

Another interesting project is triggered by a very common problem. Most cities around the world are becoming more and more crowded – too many cars block the streets and the traffic is getting worse because all inhabitants are in need of easy and flexible transportation. Therefore a solution needs to be found that establishes a flexible means of transportation without causing more traffic.

on-road useOne French company offers a solution placed between public transportation and a personal car. The idea is to offer small electrical vehicles that can be used on a car-sharing basis. Easily available in numerous places, the two-seater cars can transport their customers at a top speed of 65km/h (40mph). They are specially designed for short distances and normal shopping activities. After 80-100km (50-60 miles) the battery of the 840kg vehicle is empty and needs to be changed or recharged. To change the battery, special service teams are available, who have the means and technical equipment to do that within 10 minutes.

The customer communication and special features are accessible through two Opus A3 operator panels. One Opus A3 displays normal driving information such as speed, mileage, heating and door locking; the second – equipped with a touchscreen – manages functions such as navigation and self-service which result from car sharing.

These applications have been used as examples to demonstrate that the Opus A3 is being well accepted by customers throughout the world. It is highly flexible in governing the application, yet powerful enough to handle even the most complex tasks. It also offers the possibility to use data logging that can later be retrieved via USB stick and used by the end user or service people. The USB interface can also be used for software updates in the field.

Big brotherNow the Opus A3 is to get a big brother, the Opus A6. Of similar design, the Opus A6 has a 7in display in 15:9 format and a resolution of 800x480 pixels. The optional brilliant display ensures a very good readability in sunlight.

But not only size makes the Opus A6 the bigger brother; it also offers more functionality with a better performance. It will be possible to connect up to three cameras to the Opus A6, which the user can choose for display. The video picture itself can be scaled or cut to any required size. Like the Opus A3, the Opus A6 panel can be mounted landscape or portrait, so the video picture can be turned and mirrored.

The two CANbus interfaces of both operator panels offer a high flexibility for network design. The Opus A3/A6 can talk CANopen on CANbus 1 and J1939 on CANbus 2 and therefore display data from two different environments. It is even possible to have two protocols on the same interface, depending on the system design. In all cases the messages must not interfere with each other. The CAN-pure mode, CANfreestyle, can be used on both CANbus interfaces as well, so that an efficient and flexible communication system can be implemented.

Like the Opus A3, three easy ways to program the Opus A6 are offered. Experienced programmers can use C/C++. CoDeSys 3.X offers standard solutions together with a very high flexibility. The integrated visualisation tools help developers to create a superb matching screen.

As for the A3, the most comfortable way to program the Opus A6 is the Wachendorff Projektor Tool.

Wachendorff Elektronik GmbH & Co KG offers training for its customers, so that they get to know the tools, learn about the possibilities and receive help in creating their own application. Even application-specific issues can be discussed. In fact, the training often takes on the feel of a workshop.

The success of the Opus A3 in its applications make the Opus A6 the logical bigger brother, designed for applications that need a larger display, more functionality and greater performance. iVT

Martin Schroeder is responsible for marketing and technical sales at Wachendorff Elektronik GmbH

Potato harvester controlled by an Opus A3, helping to reduce crop damage

ABOVE: Quick battery changes are aided by the Opus A3

CONTACT www.wachendorff-elektronik.de [email protected]

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When data is clear and in the centre of the operator’s visual field, the cockpit becomes comfortable and ergonomic – as demonstrated by the development of instrument clusters

Bauser is constantly improving its performance and services as a

leading provider of kit instrumentation solutions. Available in a range of front dimensions, the company’s instrument clusters enable the comfortable, quick and easy reading of the different operational parameters.

When the data is clear, visually centralised and accessible by any user, the cockpit area takes on a more comfortable, welcoming and ergonomic feel. The company’s large display range in TN (twisted nematic), FSTN and ASTN (super twisted nematic) technologies – available in different backlit colours including white, blue, yellow/green and orange – was extended through the use of TFT (thin film transistor) technology. This new technology provides a coloured, more flexible and much more comfortable visualisation of operational parameters and warnings.

These clusters are protected by robust casings with high protection classes of IP67 (on the front) and IP65 (on the rear), made possible through the use of a Gore-Tex membrane, and resistance to high shock and vibration applications. These units have a wide range of certifications, approvals and environmental testing. Additional custom approvals and certifications can be passed. A separate interface ensures flexibility, and a software tool means future modifications or new settings of the vehicle or machine parameters are

possible. Protocols that are commonly used for an onboard data network to communicate with the engine’s electronic control units and complementary products, including immobilisers, I/O modules and GSM alarm modems, are a matter of course at Bauser.

As far as safety is concerned, electronic immobilisers with CANbus interface and relay outputs provide a reliable, tamper-resistant protection against vehicle theft or any non-desired operation, and are simple to operate via an ignition key with cryptographic transponder. To transmit efficiently, CANopen or SAE J1939 messages can request the operating and service interval hours.

The GSM/CAN alarm modem keeps

users well informed at all times. This instrument is simple to operate, and the parameters can be set via SMS or through a USB interface by a PC program. Embedded in a robust plastic casing with a protection class of IP65 all round, this alarm modem is highly resistant to vibration and shock. Integrated quad-band technology enables operation worldwide.

With Bauser’s new I/O modules, it is easy and safe to control the vehicle and machine functions. The different I/O constellation possibilities include five digital inputs (12V) or three analogue inputs (0…5V) and three digital outputs 3A (high side switch), as well as three analogue inputs (0…5V) and six PWM outputs (maximum 1.6A). This provides a simple and cost-efficient way to customise control applications by saving harness and inserts. Mountable close to sensors and actuators, these modules offer intelligent and flexible CAN communication interfaces.

Custom solutions can easily be adjusted to meet particular needs. iVT

Now deputy and key accounts manager, Lucrezia Hellstern has worked for Bauser since 1975

Seeing iS believing

CONTACT www.bauser-control.de [email protected]

lucrezia hellStern

The type 840.1 instrument cluster with TFT colour display technology. The warning lights can even be read under direct sunlight

Type 510.10 Input/ Output module for controlling vehicle functions via CAN interface or analogue/digital inputs and PWM or relay outputs

electrOnicS



ELECTRONICS

an innovative – and stylish – instrument cluster has replaced the usual dashboard on cnh’s puma tractors. along with a new armrest panel, this is opening up visibility and ensuring optimal operation

CNH’s range of Puma tractors uses two electronic control panels

that are the result of the collaboration between this major manufacturer and MTA, with its vast expertise in the design of dashboards and electronic control panels. The first of these panels – the Instrument Cluster Unit 3 or ICU3, derived from the ICU2 – is installed in full view. The signature elongated design, inherited from its predecessor, hides completely new hardware and software, a feat MTA was able to accomplish while meeting the customer’s request to contain costs.

On its latest tractor models, CNH has been improving visibility from the tractor cabin to provide the operator with improved control over what happens outside. Unlike conventional dashboards behind the steering wheel, ICU 3 is incorporated in the right-hand cab pillar, due to its special shape.

The area behind the steering wheel that traditionally accommodates the dashboard is thereby freed up, giving the operator the broadest range of vision, as well as an uncluttered view of the dashboard, so that all operating parameters of the machinery can be kept under control at all times.

Its sleek design belies the sturdiness of the mechanical components, up to the high strength and quality standards CNH required. Although designed for in-cab installation, the dashboard is waterproof, while its scratch-resistant Plexiglass pane features an anti-glare surface treatment that ensures data readability under all outdoor lighting conditions.

With the electronic componentry, MTA went for innovation – its key strength – looking to find new solutions and new, increasingly powerful processors. The company was able to rely on the experience gathered in applications for agricultural machinery, especially when designing dashboards for CNH, and the in-depth knowledge of sensors and customer requirements acquired due to those projects. The result is Fujitsu’s powerful 32-bit 96Mhz

MB91F467DA processor with 1M flash memory and 64k RAM at the heart of the dashboard. The dashboard also has a 4k non-volatile memory to store setup parameters and log the errors detected by the dashboard over time.

The calculating power made available by this new processor enables ICU3 to quickly control:• Two large dot matrix displays; • Two stepper motors to display fuel level and water temperature;• An internal buzzer to indicate warnings and alarms (up to 32 warning lamps).

At the same time, it can read:• Up to 47 digital inputs;• Up to 20 analogue inputs;• Up to five frequency inputs.

The instrument cluster also has three HSDs and three LSDs to directly control relays or lamps outside the panel. Communication with other units installed on the machine occurs over a CAN line. It also features an integrated 15-key keypad, backlit with fibre optics.

CNH uses the broad variety of inputs and CAN lines to build a framework

that can configure itself independently to suit the characteristics of the machine requested by the customer. The cluster recognises the control units installed on the machine through the CAN line and ‘decides’ which digital or analogue inputs it needs to read to obtain the information it needs. The information is partly used for machine diagnostics and partly displayed on the large LCDs as information or warnings.

Display timeThe top LCD shows the vehicle’s key parameters (speed, engine rpm, service hours) and – in the event of alarms or warnings – minimises default information and displays a large pop-up window with icons and information messages on the alarm. In addition to the pop-up window, the buzzer changes tone according to alarm severity to alert the operator, and a warning lamp is turned on and changes colour according to alarm severity or type.

The bottom LCD is a configurable display. Using the integrated keypad,

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Puma tractor cab, with MTA ICU3 dashboard on the right-hand cab pillar

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the user may choose the information window he wants displayed to keep the set of parameters for the device in use in that particular moment under control. For instance, the operator may choose to display the front and rear PTO speeds, the position of the lifts, the flow rates of front and rear distributors during lifting and release operations, distance travelled or surface area worked.

The 15-key keypad is well backlit with fibre optics, sturdy to ensure long service life without the key icons wearing off, and is pleasant to the touch. Using the keypad, the user can display desired data; enter several machine settings, such as time, size of tool used to calculate surface area worked; and set the run speeds for different types of tyres.

The software that controls all of this has also been co-designed with CNH, namely with the architectures of large computers in mind, in which drivers and high-level software are kept separate to maximise high-level software reuse. This way, future PCB design reviews for ongoing improvement, perhaps including a new microcontroller, will be possible with no requirement for a software rewrite.

Armrest panelThe second electronic control panel on the Puma – the ACM – is less visible as it is incorporated in the armrest, but it is no less important or sophisticated. Like the instrument cluster, the ACM (Armrest Control Module) is the evolution of the ARU (Armrest Unit). Its task is to read all push buttons, potentiometers, encoders and joysticks on the armrest.

In line with MTA’s policy, this PCB is powered by a latest-generation Fujitsu processor, although it is less powerful than the ICU3 processor, as it does not need to process display graphics and can do with less calculating power. It is a 16-bit 40-Mhz MB90F347 processor with 128K flash memory and 2k RAM.

This control module is very compact, because it is designed for incorporation into the armrest. It can read up to 22 analogue inputs and 14 digital inputs, and has 10 LSDs to control relays or external lamps.

The information concerning these inputs is sent to all electronic control panels (especially the dashboard) over the CAN line. Again over the CAN line, the control module uses the 10 LSDs to control external warning lamps after processing the information it has read.

Mechanical components are compact and sturdy. MTA could not use a waterproof casing because the control module needed to be connected to all inputs/outputs by means of compact connectors. Protection against moisture and water drops was achieved by a conformal coating.

The software of this control module was entirely developed by MTA using Matlab as a development and code-generation tool, confirming the group’s commitment to research and innovation. iVT

Ing. Massimo Melloni is project leader in MTA’s electronic division, where he has worked since 1997, following the early CNH projects

CONTACT www.mta.it [email protected]

BELOW: The MTA instrument cluster’s shape affords the operator greater visibility

mAssimo mellonieleCTRoniCs

aBOvE: The ACM has the ability to read all pushbuttons, potentiometers, encoders and joysticks on the armrest



Wireless, tWo-Way communications betWeen a vehicle or piece of equipment and its external environment is a core enabler of future efficiency and productivity improvements

Much is made of wireless data applications these days: it seems

the desire to be connected has spread to all areas of our personal and professional lives. Consumer applications and devices seem to get the most press. However, those of us in the industrial vehicle industry have been studying wireless technology for years and are anxiously anticipating the value it could bring to end-use customers and OEMs alike.

Telematics has the potential to change the way OEMs develop, market and support industrial vehicles. The technology that enables industrial telematics is similar to that used for consumer telematics, but there are many special challenges faced by industrial vehicle OEMs. But what are the factors they should consider when developing an industrial vehicle telematics solution?

One notable difference between consumer and industrial telematics solutions is the number of stakeholders

Tel•e•mat•ics \ ‘tel- -’mat-iks\ n:

involved in the value chain. Whereas a consumer solution may be designed entirely for an end-use customer, an industrial solution can often provide value to multiple entities, including an OEM, dealer or distributor, and the end-user. This impacts all aspects of the solution, from hardware to the use of the collected data. The key is to identify the stakeholders up front. An OEM may find it has three, four, five or more key stakeholders with similar or dissimilar needs. Uncovering these needs may completely redefine the value chain of the telematics solution.

Recognising indirect valueThe goal of every OEM is to offer products that deliver value for which customers will pay. From a telematics standpoint it is easy to get caught up in features that are directly usable and tangible to the customer. Features such as location tracking and machine hour alerts are nice tools, but they can

distract from other features that bring indirect value to the customer.

One example of such a feature is remote diagnostics. A customer may not immediately appreciate the power of remote diagnostic sessions, but when a service technician can diagnose a problem quickly and arrive on location with the right information and parts the first time, the impact of the failure on the customer’s operation is minimised. Additionally, think about the potential cost savings for a vehicle manufacturer that has the ability to remotely update software on machine controllers without the need to visit the machine.

Update cycles are shortened, costs are reduced, and customer satisfaction is increased by ensuring optimal performance of equipment. Another example of indirect value is the understanding of equipment usage patterns. Whether power consumption profiles or use of specific machine functions, OEMs can optimise designs

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terry burchill & todd braun

and feature sets to deliver the right product to the customer.

The key is to realise that much of this indirect value cannot be discovered from a customer survey or quantified in a typical financial analysis. It requires a deeper look into the entire development and customer support cycle for the potential costs and benefits to be fully understood. For the OEM willing to take this approach, the reward is a genuine understanding of the true benefit a telematics solution can bring to all stakeholders. This will not only have an effect on the features of the solution, but will also impact the business case for implementing it.

turnkey vs custom solutionsWithout a closer analysis to discover the true value proposition and business case for telematics, companies might jump to the conclusion that telematics as a packaged, add-on system might be the best approach. The perceived speed and simplicity of this approach might initially be tempting, but a company may find itself bound by the hardware, network, application, and web interface constraints offered by a turnkey solution.

Unfortunately, there are a number of third party telematics ‘solution providers’ that propagate this concept of turnkey telematics. “For this low, low price per month you get hardware, wireless service, a web portal, customer support, and a complimentary subscription to a monthly newsletter,” claims one.

Chances are, they are good at one part of the solution – and hopefully it is not just the newsletter. There are some good turnkey solutions, but an OEM does not need to feel constrained if it doesn’t like one or more pieces of the proposed solution. Too often the telematics solution provider is selling a package, instead of understanding the OEM’s true business need.

market. Many vendors claim to have ‘ruggedised’ devices, but a quick review of open, unsealed enclosures with consumer-grade connectors will usually raise concerns for OEM quality engineers.

off-the-shelf vs custom solutionsWhen does it make sense to develop custom hardware versus buying off-the-shelf devices? Some might believe that an off-the-shelf solution is always the best option if available: reasons cited being shorter development times, lower non-recurring expenses, and fewer development resources required.

Sometimes an off-the-shelf solution is a good choice. However, there are questions that must be considered. Does the device compromise reliability standards? Does it provide the right wireless technology to achieve the greatest coverage and lowest recurring costs in target markets? Does it provide the right processing capabilities to support current and future applications? Can the product be adapted to changing requirements? Is the device reliable enough to connect to a vehicle communications bus? Are there unneeded features that are driving unnecessary unit cost?

All of these issues affect the uniqueness of required telematics hardware and the degree to which an off-the-shelf device may meet these needs. It is often very difficult to customise an off-the-shelf device because design control lies with other entities. Attempting to do so may be more time consuming and costly than a fresh design. It may be just as difficult to influence the lifespan of an off-the-shelf device.

The device manufacturer may change or discontinue the device outside the buyer’s control. This adds considerable risk to the hardware solution.

As sales volumes increase, development costs for a custom design

But companies that are interested in enabling an OEM’s total solution – not necessarily providing every piece – do exist. Different companies may be specialists and industry leaders in hardware, embedded applications, wireless services, device management, web applications, or user interfaces. A manufacturer’s chosen partners should be willing to suggest other pieces of the telematics solution or work with other companies chosen by it. This kind of collaborative approach leaves an OEM free to orchestrate the best total telematics solution for its unique business needs.

hardware reliabilityOne of the most obvious differences between consumer and industrial vehicle telematics is hardware reliability requirements. Consider the irony of visiting a vehicle to diagnose, repair, or replace telematics hardware that was installed on the vehicle to help minimise those same procedures. Customers expect OEM telematics hardware to exceed the reliability requirements of other vehicle components, regardless of whether it has been installed at the factory or in the field. Anything less undermines the intent of the telematics solution and reflects negatively on the perceived reliability of the entire vehicle.

An industrial vehicle OEM should spend considerable effort in researching components that will stand up to the rigours of use on its vehicles. Many equipment OEMs design and test to performance levels such as IP67, operating temperature ranges from -40 to +85°C, transient protection to ISO 7637-2, 85g shock survival, 9.6g vibration resistance, and life testing at 85% relative humidity. One or all of these requirements are limiting factors for most telematics devices on the

electronicS

“An industrial solution can often provide value to multiple

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can be spread over a larger device population. Focus then moves to optimising design to reduce unit cost. For the vehicle manufacturer with few special needs, low volumes, and an inability to fund non-recurring development expenses, an off-the-shelf design may be the best choice, even with less-than-ideal unit cost and risk of product change. For an OEM with the right combination of special requirements, volumes, and funding, a custom design will be the best choice, delivering the lowest unit cost and least future-program risk.

The challenge of wireless evolutionNowhere are the differences between consumer and industrial vehicle telematics more glaring than when you consider the cornerstone of a telematics solution: wireless connectivity. Consider the mobile phone you were using two years ago; then compare that with the devices and wireless services available today.

This rapid change is acceptable – if not demanded – in most consumer applications, but for equipment manufacturers it conflicts with typical development timelines and vehicle life cycles. So, how does a vehicle OEM keep pace with the rapid changes in the wireless industry? This can be addressed with proper design, architecture, and product family approaches.

An important design consideration for telematics devices is to use precertified wireless modules from suppliers who recognise the unique needs of industrial testing and design cycles. There is considerable value in using stable form factors that support current and future technologies. This minimises the costs of product redesign by enabling technology updates within existing device and component footprints.

Advanced telematics applications require a device that interfaces with host

vehicle controllers and enables wireless connectivity. One electrical architecture approach is to build a base wireless technology into each machine and allow for connection of external communications devices as technology changes. This can minimise initial hardware costs by requiring only one telematics device for machine interface and wireless communication, yet provide a wireless upgrade path for the future. The base wireless technology in new machines can eventually be updated with the latest technology, but the flexibility of adding a secondary device can help bridge the gap for a period of time.

OEMs with multiple product lines can benefit from developing a product family strategy for telematics devices. Using devices across product lines or designing systems with common components, architecture, and software can spread development costs across larger production quantities. Not only are development costs shared, but unit costs are minimised by enabling larger purchase quantities of common components. By sharing the impact of technology upgrades, an OEM can more easily justify keeping up with the latest in wireless technology.

Global regulatory complianceOne tripping point experienced by OEMs and telematics service providers is regulatory compliance, especially for global deployments. Safety and environmental issues apply, as with other product offerings, but the introduction of wireless communications brings with it a new set of requirements that are unique from country to country. This is just as true for hardware as it is for the other pieces of the telematics solution.

Countries are concerned with issues such as use of radio spectrum, data

encryption and telecommunications provider status. These issues are complicated, but manageable. The key is to ask questions of telematics solution partners and seek assistance from companies with experience in global deployments. Failure of an OEM or solution provider to address these issues could result in liability for the OEM or potential delays in global deployment.

There is much to consider, but many factors indicate that we are near the tipping point for mass adoption of telematics solutions on industrial vehicles. The key will be for OEMs to consider the issues unique to their businesses. In doing so they should:• Determine key stakeholders;• Identify indirect value that can be delivered by a telematics solution;• Thoroughly explore the pros and cons of turnkey solutions;• Ensure that hardware reliability is adequate for the target application;• Evaluate the features and true costs of off-the-shelf solutions;• Develop a strategy to address wireless technology evolution and equipment lifecycles;• Exercise due diligence in determining global regulatory requirements.

By considering these issues and taking a holistic view of business needs, OEMs will discover the multiple value propositions for themselves, their business partners and their customers. When that occurs, telematics will become a key piece of the value story for industrial vehicle platforms. iVT

Terry Burchill is a telematics product line manager, and Todd Braun is the manager, business development at Phoenix International, a John Deere company

CONTACT www.phoeintl.com Tel: +1 701 451 3600

Factors influencing choice between off-the-shelf or custom-designed hardware

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Reliable electrical connector systems have become indispensable

for use with simple electric and complex electronic or mechatronic functions, such as driver assistance systems. Control units and connectors are often located in exposed areas and therefore they are extremely stressed by vibration, moisture and temperature cycles. The design and the materials of the connector systems must be tailored for this challenge.

Based on the requirements of the commercial vehicle industry, Tyco Electronics designed an innovative and robust connector system (Figure 1) with many advantages. The HDSCS series is a modular-design connector system that provides customers and engineers with a variety of possibilities through integration of different connection technologies, such as electrical contacts, USB, Coax, RJ45 and fibre optics.

The HDSCS series is protected against water, dust and other contaminant ingress, maintaining the integrity of the mated connector pairs, by using single wire seals and a combination of radial and axial-sealing technology to meet IP69 standards. The parallel slider system gives a package advantage, with the worker receiving a visual and tactile feedback that the connector is safely locked, and it also supports quick and easy connection with reduced installation and service time. Currently the line-up consists of five groups, each with a strong polarisation feature and four key codes (mechanical and coloured).

Circuits from two to 18 ways are available for line-to-line or line-to-aggregate connection with accessories such as protection covers (Figure 2). The plastic material meets the UL 94 V-0 flammability standard.

The HDSCS series, based on the AMP MCP contact system (Figure 3, top left), is mainly used for the commercial vehicle industry. Selective silver-plated contact surfaces meet individual temperature and vibration requirements, while tin and gold surfaces are available. High-performance alloys, the robust

design and several contact points of the contact system support the high level of performance. AWG, JASO and ISO wire types are qualified to guarantee global acceptance and usage. The body contact with the integrated contact beams is surrounded by an auxiliary steel spring, which protects the contact beams against overstress and mechanical damage. In addition, the auxiliary steel spring has two locking lances to secure the contact in the cavity. The contact system can be fully automatically assembled into the belonging cavity. Sealed and unsealed AMP MCP contact systems are available, but for HDSCS the sealed version only is used.

Tyco Electronics’ Global Application Tooling Division is dedicated to providing high-quality equipment options to meet all levels of an OEM’s connector-product specifications.

The differenceTyco Electronics is a component manufacturer with a very extensive range of applications for terminals and connectors. Its main task is to develop and produce high-quality products, with the associated importance of the security function for electrical and electronic applications. The company is a world leader in passive electrical and electronic components and covers the entire competency chain. Based on long-term development and manufacturing excellence, it successfully produces the heavy-duty, sealed-connector series.

By definition, connectors are separable interfaces designed to interconnect different circuit functions during system assembly. This defines a connector design to within physical limits in pitch, contact size, alignment, co-planarity, reliability and ergonomics. Connectors and contacts use a wide range of metal alloys, coatings and plastic materials integrated in individual designs for specific applications and environments. iVT

Waldemar Stabroth is director engineering, Global Commercial Vehicle Industry, at Tyco Electronics Bensheim, Germany

CONTACT www.tycoelectronics.com [email protected]

FIGURE 1: The heavy-duty sealed-connector series, HDSCS

waldemar sTabroTh


eleCTroNICs

A new modulAr connector system is An engineer’s plAyground, through the integrAtion of different connection technologies

Good CoNNeCTIoNs

Figure 2: Accessories

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CAN hAs beeN the mAiN CommuNiCAtioN protoCol used iN iNdustriAl vehiCles, but the lAtest treNds hAve seeN etherNet teChNology gAiNiNg iNCreAsiNg use for wheN CAN CAN’t quite mANAge oN its owN

Several technologies from sectors such as

the automotive and factory automation industries have influenced industrial vehicle OEMs over time and, as a result, new solutions have been developed that provide collaboration and savings through economies of scale. One of the common denominators where synergy benefits have not yet been exploited in full is the communication bus.

CAN is proven, mature and widely supported. However, it also has a few weaknesses, such as the limits in its bus and branch line length and its general throughput. Also, if a single bus, be it wired or wireless, could serve all vehicle systems, from control systems to infotainment, then it would simplify and reduce the cost of vehicle construction.

On this basis, and keeping in mind that overall data volumes and real-time responsiveness requirements are likely to grow, the bus performance issue clearly needs to be addressed. At the same time, the benefits of CAN should not be forgotten.

Ethernet, when added with real-time services, can fulfil the requirements of a deterministic, flexible, high-performance, open, general-purpose next-generation bus for vehicles. With throughput of 1Gb/s available today, it can out-score FlexRay, which has quite a limited application base in the high-end car industry. FlexRay also has some critical limits in bus topology and length, and it is not clear how open it would really be beyond the automotive sector. Ethernet is also gaining ground in the research plans of key FlexRay deployers, giving even more opportunity and leverage for a cross-sector technology push.

Ethernet emerged in factories some 10 years ago, with initial concerns on safety, speed and timing. The issues were tackled with controlled isolation of process network from business network, and by improved network design. Today,

it is used widely in automation. Using the higher bus speeds on Ethernet cuts down the amount of data collisions and lost data, and delays are no longer an issue. Switches can optimise speed and service quality, and enable devices to connect to the bus at different speeds.

Wide selection of Ethernet protocolsThe mixture of protocols for Ethernet use is wide and numerous, and there is no clear winner that would fit with all requirements and architectures. And still, there is the choice to use plain TCP/IP. Admittedly, Ethernet would benefit from better consolidation to overcome the current wide set of standards.

Several protocols can be run in the same bus, but with some limitations, however. In any case, devices need to speak the same language to understand each other. For reference, to name a few of most frequently used protocols in industrial automation, we can mention Ethernet/IP, Profinet, Modbus TCP, Ethernet Powerlink, and EtherCAT.

To facilitate the re-use of existing solutions on a device profile level, some

migration paths can be identified. Migration from CANopen is one of the inevitable questions, due to its large installed base in vehicles. Protocols that contain a CANopen profile, such as Ethernet/Powerlink, EtherCAT, SafetyNet p, and Varan, are most interesting in this sense. An evolution path also exists from Profibus and DeviceNet to Ethernet. If a migration path can be found, re-use is more likely to pay off.

One key requirement for a protocol to succeed is for it to be supported by several network device brands, as most vehicle OEMs are desirous to avoid a vendor lock-in situation. Another pitfall, which works against the openness of Ethernet, is that some specific protocol implementations can turn out to be tied with proprietary circuits.

Some of the protocols have large overheads, often leading to the need for a specific FPGA to manage the processing load of driving the bus traffic. This also leads to a situation where a protocol cannot be supported with a software-only solution.

CaRRyINg ThE CaN

Rear view of the CCpilot XA

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System architecture aspectsThe automotive industry, in particular, has proven methods for building a diversified, almost personal offering with a foundation in platform thinking. The industrial automation sector can brag about complete standardised enterprises on one network, vertically from a single sensor on the factory floor to a remote ERP system, and beyond that.

Equally well, industrial vehicle OEMs can benefit from technologies that increase product value and share platform development, therefore saving cost and shortening time-to-market. With a market that requires ever shorter cycles for new product releases, the ability to be fast, flexible and efficient in system development is becoming increasingly important. Furthermore, efficient maintenance also has a visible effect on the total system cost. Savings arise from reduced material and labour costs throughout the vehicle lifecycle.

Deployed CAN-based systems will sometimes be kept due to environmental requirements, as ruggedised modules might not yet be available for a totally Ethernet-based control system. Ethernet muxes and switches are not typically enclosured with an IP classification against rough environments. Also on sensor level, the available selection is not yet very wide when it comes to rugged environments. A missing classification would cause a deviation to the whole control system, which is, of course, not tolerable. In such cases, a mixed topology of Ethernet acting as an in-vehicle backbone of one or more downstream CANbuses can be applicable. Utilities such as CAN-to-Ethernet gateway can be used to enable, for example, service laptop use in the field.

Safety compliance requirements will also drive hardware module choices. This is a growing area in every industrial vehicle subsector, with legal requirements leading to a wave of next-generation control system design, often enforced with safety certification. This will have an impact on the communication subsystem as well, setting specific requirements in

fault tolerance and recoverability. Some of these will need to be addressed on the protocol layer but, in total, Ethernet is not a blocking factor for building a safety-certified control system.

Converging applicationsEthernet is growing into a universal networking interface, as it is familiar to most IT support and office environments. When compared with CAN, it is easier to use and maintain, and the infrastructure is competitively priced and often readily available.

In-vehicle control systems increasingly expand system boundaries, which calls for interaction with neighbouring systems and the introduction of new kinds of data feeds through sensor fusion. For example, the detection of other objects at the worksite, as part of safety at the workplace, requires several cameras to cover all blind spots beyond operator vision. This typically leads to high data volumes and demanding requirements on communication throughput reliability.

Other in-vehicle systems such as infotainment and navigation are increasingly creeping into the cabin as well. User experience requirements on such systems originate from consumer electronics, with fancy and entertaining user interfaces. In time, they will have

their impact on industrial control systems as well, evolving from coexistence to convergence. For the operator load, system usability, and safety, it is still critical that the operator’s focus remains on his or her main task.

The machine operator is not the only beneficiary in the game. Remotely connected systems, such as fleet management, yard management, ERP, and other back-office systems interact with the vehicle. Looking at the total picture, new communication architectures can also play a major role in helping to achieve a smaller environmental footprint in the industrial vehicle sector.

Having several interfaces available in a single controller or display computer makes it possible to design a well-integrated system with more functional software, saving both cabin space and system costs. This also enables the designer to place more functions in the same, easy-to-reach position for ergonomy and lower load for the operator. iVT

Marko Elo is R&D manager at CrossControl Oy, Finland. He has worked in the field of industrial systems since 1990

CONTACT www.crosscontrol.com [email protected]

MARKO ELO


ELECTRONICS

below: Control modules with both CAN and Ethernet may act as nodes, connecting CAN segments to an Ethernet back end

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CAN/CANopen, SAE J1939Analogue + digitale I/OsTN, FSTN, ASTN and TFT display,4.3“, 5.0“ and 7.0“,800 x 480 pixelaccess control andremote alert – standard orindividual solutions

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BAUSER GmbH & Co. KGJulius Bauser-Strasse 40D-72186 Empfingen – Germany+49 (0) 74 85 - 18 1 - 0+49 (0) 74 85 - 18 1 - [email protected]

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Tyco Electronics’ only obligations are those stated in Tyco Electronics’ General Terms and Conditions of Business (<http://www.tycoelectronics.com/aboutus/tandc.asp>). Tyco Electronics expressly disclaims any implied warranty regarding the information contained herein, including, but not limited to, the implied warranties of merchantability or fitness for a particular purpose.

The direct injected diesel engines for thecommercial vehicle industry require an electrical connection inside the cylinderhead to be connected to the engine harness.Tyco Electronics delivers cylinder head wiring solutions for various engine supplierswhich combine the highly-engineered pass-through connector, bracket design andcable assemblies. Quick and safe installationof the cylinder wiring system to injectionvalves, glow plugs and other electrical components located in the cylinder head isguaranteed with our tailored designs. Thecylinder head wiring system can withstand a temperature range of –40 °C to +140 °Cand ensures highest reliability over lifetimeagainst engine-oil and vibration load.

-SH-IVT (87 x 270 mm).qxd 24.08.2010 16:08 Uhr Seite 1

LEDs may HaVE BEEN aROUND FOR THE PaST 40 yEaRS, BUT ONLy RECENTLy HaS THEIR POTENTIaL BEEN PROPERLy ExPLOITED TO OPEN UP THE POSSIBILITy FOR THEm TO LEaD THE OFF-HIgHway LIgHTINg maRkET

Light Emitting Diodes are the latest and fastest growing

technology on the worklight market. Even though low-power LEDs have been widely used as small indicator lamps from the 1970s, it is only in the past few years that white power LEDs have reached the efficiency and light output that makes it possible to use them instead of halogen or HID bulbs, for example, in worklights.

The LED is a semiconductor device which emits photons when the diode’s p-n junction is forward-biased by an electrical current. The wavelength (colour) of the light depends on the materials forming the p-n junction. LEDs are solid-state devices with no moving parts or filament wire, so their lifetime is very long if the current and chip temperature is controlled.

Today’s power LED components are packed in SMD (Surface Mount). The package also includes the primary optics, i.e. a lens made of silicon that directs the light out of the component. To get the right light pattern from an LED light there are secondary optics formed from a reflector or a lens, or a combination of both.

LED lights are generally perceived as having very low power consumption. This is both right and wrong. When compared with a halogen light, the LED light is very efficient. However, at the moment, HID Xenon lights and fluorescent tubes are still more efficient in terms of the lumen/watt output. In real-life conditions, an HID will have a maximum output of 85lm/W compared with an LED’s maximum of 50lm/W. An LED light would need to be run on 60W, compared with 40W for an HID to achieve the same light output. But time is working in the LED technology’s

GuidinG liGhtstefan sandler


eleCtrOniCs

favour, and within the near future we will most likely see LEDs that reach the same levels as HIDs.

Overcoming challengesAll LEDs are not alike. There is a big difference between certain LEDs – some provide very poor light and others easily break – and as in so many other aspects

in life, you generally tend to get exactly what you are paying for. It is more complicated to design an LED light because they are not standardised: every LED type needs its own PCB (Printed Circuit Board), they use different current and voltage, are not replaceable and, finally, they have different light patterns so the optics must be optimised for each type of LED. Their potential is also highly affected by the way the armature is constructed.

The more current that is used in an LED, the less effective it becomes. The scale increases, and with a standard current 30% or more of the total theoretical lm/W light output can easily be lost. To get a higher light output, the most straightforward solution around this fact is to increase the number of LEDs and run them on a low current, but this, of course, increases the price of the end product.

Power LEDs create a lot of heat, to which they are very sensitive. The size

Compact and with multivoltage use, the N44LED suits a wide range of applications

Exploded view of the construction of a Nordic Lights LED worklight

with dampening system

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of the chip in power LEDs is only around 1mm2 and as the input power can be up to 3W, efficient cooling is very important to avoid the chip temperature rising too high. An LED will convert 15% of energy to visible light, while 85% of the energy has to be transferred to the surrounding air by the cooling fins or lamellae. An incandescent bulb, on the other hand, will convert only 5% of the energy to visible light and 12% to heat, while 83% will radiate away as IR-radiation from the bulb in all directions. This is also why a bulb feels so hot. In a 25°C working environment, an LED chip will easily become 90°C, resulting in a 20% loss in light efficiency compared with the cold value in the specifications. An LED chip will tolerate a maximum temperature of 120-150°C, which is why it has to be cooled and protected.

This is why high-quality cooling systems like the one used by Nordic

Lights is crucial in order to ensure a good LED worklight. For instance, the material of the PCB needs to be heat conducting and be well mounted on the cooling fins/lamellae to transfer the heat away from the sensitive LED. It is crucial that the SMD packages have good thermal conduction from the chip to the PCB on which they are mounted.

In addition, all Nordic Lights LED lights have overheating protection (reducing light output) that activates when the surrounding temperature reaches 50°C, to make sure the LEDs do not burn out by themselves.

Even with good optics, the optical efficiency will cut another 15% of the light output. Excellent optical efficiency is over 90% and generally near 70%. Power supply efficiency will eat a further 10% from lm/W at a relatively good efficiency (in fact, up to 30% can even be easily lost). This means that an LED

that can theoretically offer 95lm/W may provide just 42lm/W in the field. The need to carefully read the complete specs before choosing the light is obvious. To make it more complicated, many manufacturers talk about theoretical numbers, and the light output in real-life conditions can be less than half of the value indicated.

What are the benefits of LEDs?For starters, the lifespan of the LED – up to 50,000 work hours – far outlives any bulbs. With high-quality components, together with a low current and suitable temperature, there can still be 70% light left after 20,000 to 30,000 hours. A high-quality LED worklight, such as Nordic’s N44 LED, can even outlive the machine to which it is mounted. This also results in LED lights being maintenance-free. In addition, Nordic Lights’ LED lights are completely waterproof.

There is also an advantage in size because the LEDs are very small and the integrated optical components assist with reflection. In reality, the possibility to direct the light flow in a specific direction is much better with an LED compared with an HID bulb.

The colour temperature of light is measured in Kelvin, and the colour ranges from red through yellow and white to blue. Daylight colour is light blue close to 5,500K. Halogen lights tend on average to have a yellow light close to 3,000K, HID lights have a white light average around 4,250K and LEDs give a blue light at approximately 6,000K. It is possible to make LED lights with a more yellow light at 3,000K but the highest lumen output will be produced at the cool blue-white light at 6,000K. In darkness, the human eye tends to perceive blue colours easier than yellow, which means LEDs are more visible in darkness.

High-quality LED technology is very suitable for Nordic Lights’ heavy-duty


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High light output LED lights provide a cool blue-white light colour, compared with the whiter light colour of HID lights

right: The N70LED tail light will thrive where incandescent tail lights will fail due to vibration and shock

BELOW: The Nordic N460LED offers high light output combined with extreme heavy-duty dampening

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CONTACT www.nordiclights.com [email protected]

Today we give you moreElectronics, Electromechanics, Race.

www.mta.it

Electronics, Electromechanics, Race. With three dedicated divisions offering an exhaustive range of advanced, high-tech products tailored to customers’ needsfor the automotive and off-highway markets, MTA is the ideal partner to help your business grow - now more than ever.

MTA, over 50 years of innovation.

worklights due to high resistance to shock and vibration. In combination with the company’s patented dampening solutions, the LED lights are an excellent choice for extreme working conditions around the world.

Lights for heavy-duty applicationsA powerful machine requires powerful lights. The number-one criterion for Nordic Lights’ customers is durability, and this is the company’s key to success. It specialises in the design and manufacture of LED, HID and halogen worklights for the heavy-duty on-highway and off-highway industries, as well as Xenon driving lights.

At its factory in Finland, the company incorporates both R&D and production,

and all products go through extensive test procedures before being released on the market. Choosing a worklight from Nordic Lights ensures that darkness, vibration, shock, dust and humidity will not decrease visibility.

Nordic Lights is currently launching a series of high-quality LED worklights that utilise the positive features mentioned above. The lights are offered with several different light patterns and features to meet the specific needs of each application. The N460 LED offers a high light output combined with extreme heavy-duty dampening (anti-vibration up to 20g and shock resistance up to 60g) for larger equipment. The N44 LED is suitable for most industries – the worklight is compact and features

12-24V multivoltage use, and is waterproof. The N25 LED is another, even more compact, worklight option with similar features to the N44 but with versions that can be run up to 80V. The ECE approved N70 LED tail light (featuring tail, stop and indicator light) is designed for continuous use on heavy duty machines where incandescent tail lights will fail due to high vibration and shock. iVT

As research and development manager, Stefan R. Sandler is responsible for the development of new lights at Nordic Lights, where he has worked for 17 years

Designing a good LED light can be complicated, as the LEDs are not standardised

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management, we contribute to making vehicles stand out from the competition.

[email protected] | crosscontrol.com | +46 271 193 80

CrossControl provides technologythat puts humans in control…

CrossControl supports manufacturers of industrial vehicles with solutions that put

humans in control. Our proven product platforms, engineering capability and life

cycle services help our customers to reduce cost and minimize time-to-market. With

We love:demanding customerstough requirements

rough conditions




solutions for premium user interaction, reliable vehicle controls and integrated fleet


[email protected] | crosscontrol.com | +46 271 193 80




solutions for premium user interaction, reliable vehicle controls and integrated fleet


Kongsberg Automotive is the leading global supplier of operator controls that meet the current and emerging legislative requirements for engine emissions, with a full complement of man-to-machine interface solutions, including:

The innovative ES3000 electronic shifter, offering best-in-class performance and functionality, utilizing our revolutionary non-contact sensor. A complete line of fixed and adjustable mechatronic throttle pedal systems, built for extreme off-highway environments, offering outstanding robustness and reliability.

multi-function displays that empower electronic systems with flexibility and

functionality.

An AdvAnced portfolio of purpose-designed led worklAmps And beAm pAtterns thAt meet the requirements of A vAriety of vehicle ApplicAtions Are sure to brighten the mood of oems And users Alike

As worklamp technology has progressed from incandescent

to halogen and Xenon high-intensity discharge (HID) lamps to today’s technologically advanced light-emitting diodes (LEDs), the quality of the light source has steadily improved. LED technology is far superior in terms of light quality, service life, vibration resistance and power consumption.

With uses in a wide range of industries worldwide, worklamps have many applications on working vehicles. With an almost endless variety of lighting needs, it seemed strange to the lighting engineers at Grote Industries that the marketplace was limited to only a few lamps, which provided a limited range of beam patterns.

The company is a provider of high-performance LED lighting technology for the transportation industry, and

endeavours to break new ground by continually exposing its engineers to the ever-expanding environment for worklamps. It also remains focused on increasing the performance of the people who work with modern vehicles. Grote’s disciplined and knowledge-based approach to design has enabled it to create the most comprehensive and technologically advanced LED worklamp offering in the industry.

Grote has addressed the diverse needs of the worklamp marketplace by offering an unprecedented selection of six innovatively designed worklamp families. Combined, the six lamp families comprise what the company calls its Trilliant LED WhiteLight worklamp portfolio. With the utilitarian PAR 36 LED WhiteLight Rubber Utility Lamp and the rugged, metal-clad Per-Lux LED WhiteLight, Grote has put LED

WhiteLight within virtually anyone’s reach. Its Trilliant series includes the compact and powerful Trilliant Mini LED WhiteLight; the versatile lumen-rich Trilliant 36 WhiteLight with mounting bracket; and the 3,200-lumen Trilliant LED WhiteLight.

With the recent introduction of its Trilliant 36 LED WhiteLight Conversion Bulb, the company has made converting any PAR 36 incandescent lamp into an LED WhiteLight lamp as easy as changing a domestic light bulb.

Grote engineers called upon more than 20 years of experience in LED optic design to create the five distinct lens configurations that enhance the LED WhiteLight worklamp portfolio. Utilising the six lamps in the range and the five lens options, OEMs and end users can now put light precisely where it needs to go.

let there be lights

Grote worklamps support up to five scientifically designed lens configurations with beam patterns that put light precisely where it needs to be

scott robertson


electronics

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Broad in the beamThe Grote spot is a piercing beam of pure and focused LED WhiteLight, most often used for illuminating objects that are in the distance or of specific interest. The Grote flood produces a practical beam pattern used for a variety of applications, with a bright, generous beam structure evenly lighting an area without variation or hotspots. The Grote trapezoid is a controlled beam pattern used for near-field forward lighting, often in off-highway applications. The beam is extremely even in intensity across the entire pattern and the trapezoid edges are tightly controlled.

The Grote wide flood is the widest beam pattern available. Used for a variety of applications, such as road construction and general scene lighting, it produces a brilliant wide angle of light that works exceptionally well when lateral illumination is desired. The Grote TractorPlus beam pattern is exclusively available on its Trilliant 36 LED WhiteLight conversion bulb and on the Trilliant 36 LED WhiteLight with mounting bracket. The TractorPlus beam pattern delivers almost three times more usable light than traditional PAR 36 product offerings.

Engineered lighting solutionsGrote has earned a reputation for designing purpose-built lighting that addresses the specific needs of the vehicle manufacturer and ultimately the vehicle’s end user.

Its lighting engineers make it a practice to understand a vehicle and its lighting requirements before they begin designing any lighting solution. The company conducts initial fieldwork, often meeting with the OEM design team to gain insights relating to the nature of the illumination needs, as well as the vehicle’s operating environment.

Operational requirements are increasingly dictated by government regulations. Lighting standards and mandates are often a response to safety concerns and are an acknowledgement of the critical role lighting plays in our ability to function. The company has also helped countless OEMs comply with the lighting regulations relating to their industry.

Advancements made by its optical engineers have allow the company to precisely control the structure and brightness of a worklamp’s beam pattern or usable light. In order to achieve the desired optical results, the lamp’s design team has to start with a solid understanding of the total usable light required. Beginning with the end result


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Right: Grote’s proprietary lighting analysis software: OEM designers can see the effects of mounting lamps in different locations and with different lens configurations without the cost of real-world field tests

OppOsite page: There is a worklamp and lens pattern suitable for virtually any application. The lumen intensity chart offers guidance on beam strength, but all LED WhiteLight lamps provide exceptional light quality

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in mind, the engineers can then calculate the number and configuration of the LEDs that will define the lamp’s total lumen output, or total light potential. A lamp’s total lumen output is a measurement of all the light emitted in all directions, before being reflected or passing through a lens.

Worklamp optics often incorporate reflective surfaces and lens striations that focus the light into specific patterns. A far-reaching spot beam pattern alters lumen output, or total usable light differently to a near-field flood beam pattern. Because Grote has studied so many markets and such a variety of applications, its engineers can add great value to an OEM’s lighting design process by providing a foundation of knowledge that simply is not available anywhere else.

A revolution in lighting analyticsThe company has also developed proprietary lighting analysis software to assist vehicle manufacturers in the design of comprehensive lighting signatures for their vehicles. This software allows it to mount different lamps in multiple locations on a virtual vehicle. The lamps can then be moved and different lenses applied until the optimal lighting characteristics are achieved.

Grote recently helped one OEM design a lighting strategy for a vehicle designed to work in harsh mining environments. The ability to accurately depict the beam characteristics of the vehicle’s 12 Trilliant lamps and pinpoint the optimal mounting locations allowed the manufacturer to swiftly meet OSHA standards, while avoiding a series of time-consuming field tests.

Taking the time to gain the intimate knowledge necessary to solve tough lighting challenges is crucial. Its optical engineers have brought the analytical capabilities of the software to bear on a variety of design challenges and across a broad spectrum of applications and markets, including materials handling, agriculture, waste, bulk transportation, firefighting, emergency response, snow/ice management, and – with the recent

addition of an infrared-enabled worklamp – the US military.

The Trilliant IR is a robust LED WhiteLight lamp with two high-intensity infrared light engines fully integrated into its bezel. This tough, long-lasting lamp has been field tested in brutal off-road conditions and shares the basic characteristics that have made Trilliant LED WhiteLight lamps popular among today’s mobile warfighters.

The optical prescription for the infrared light engines employs special features, providing greatly enhanced peripheral and forward illumination. The new Trilliant IR will make the vehicles it serves considerably more stealthy and will provide operators and occupants with a greater range of visual acuity, while providing an increased margin of security around them.

The matter of thermal managementA worklamp’s design should be based on a number of factors, and while form should ultimately follow function, Grote understands that a total approach to the lamp’s interior and exterior architecture is critical to a successful lamp design. In fact, it pays special attention to each lamp’s thermal management properties and their direct impact on LED longevity. The objective is to efficiently conduct heat away from the LED’s most vulnerable point – the junction of its wire bond and its silicone chip.

LED lamps are recognised for their exceptionally long lifespans, most notably in comparison with incandescent, halogen and Xenon lamps. However, with inadequate heat dissipation characteristics, even these lamps can fail prematurely. One sign of poor heat control is a lamp that is too cool on its exterior, indicating that heat may be being retained in its interior. The company continues to lead with thermal management solutions that remove damaging heat from the core of the lamp, allowing it to be dispersed through each lamp’s specially designed housing. The use of thermally conductive potting and other engineered features allows maximum utility to be achieved from each LED.

Better light, better performanceToday, many industries find themselves operating vehicles in dark or low-light environments that require supplemental lighting. More than ever before, a vehicle’s ability to perform its duties 24/7 is becoming an increasingly important factor in the vehicle selection and purchasing process.

Many of the company’s LED WhiteLight worklamps produce light that approaches the colour temperature of natural sunlight. Unlike incandescent, Xenon and halogen lamps, the sun-like quality of this high-performance LED lighting is most suited to human vision, reducing ocular strain and providing better contrast. Better light promotes a safer, happier, less fatigued workforce, more able to perform to the best of their abilities.

With service ratings in the range of 50,000 hours possible, reliance on LED WhiteLight worklamps also delivers reduced vehicle downtime and the elimination of the time and cost associated with frequent bulb changes. OEMs can clearly show potential buyers the advantages of lower repair and maintenance costs and a higher return on investment when the equipment is outfitted with LED lighting.

Grote Industries has produced some of the world’s most advanced line of high-performance, high-output, LED WhiteLight worklamps, because it understands that a one-size-fits-all approach to lighting just isn’t practical in today’s competitive environment. The six lamps comprising its LED WhiteLight worklamp portfolio represent not only a triumph of technology, but also a focus on providing lighting solutions that will help meet the demands of a variety of working and driving environments. iVT

Scott Robertson is Grote’s product manager – LED WhiteLight, and is responsible for product development and global sales management

CONTACT www.grote.com +800 628 0809 / +49 9962 / 20008 0

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