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written for was I on

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iVT
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will seetoeven operators.

the effective use of

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every reason believe that multifunction displays more

colour on vehicular
widespread use in industrial vehicles in the coming years.
One of the most popular articles have
displays,
sound colour including
pages
of lier
guidance
text and article,
on the
related these
provide
design line
coding, and the like. In keeping with the display guideline

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easy to understand and Usually

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add
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value and utility to the vehicle and system. If poorly

vehicle information that was once only

executed, however, the multifunction display can

shown with analogue gauges, to control

become a source of frustration and even design-induced

various settings of the vehicle, manage

operator error. researchers have spent decades studying

vehicle attachments and implements,

Human factor
monitor and control inventory, and

what makes displays legible and illegible, and this

provide routing and work-related

information is directly applicable to most display

instructions to operators.

implementation projects. variety,

Multifunction displays,
And there is every reason to believe

particularly the touchscreen are literal windows

that multifunction displays will see

of opportunity for addressing all manner of information

even more widespread use in industrial

and control needs.

vehicles in the coming years.

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programmer a means
add by which a designer
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avoid
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pagesoperator’s
provide task.
general With this inon
guidance mind,
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common
attributes of characters
used in flat panel displays. and the basic design elements
Follow these guidelines and rules to
display implementation pitfalls.

size
Character
Characters size
shown and onviewing
a distance
display shouldotherbe sized for
worst-case
poor viewingviewing conditions.
conditions can low Among
be brought on things,
by high
daytime
at ambient
night, vehicle luminance,
vibration, ambient
reflections, dust luminance
and even
fingerprints
and lack on
theitvisualthe display.
abilities Some drivers
of theirminimum may be
younger co-workers. older
All
sizesin all,
based onis best
the to
worst establish
case scenario. character
Symbolas–the
defined or visual
characterangle– subtended by the symbology is best
(at
usedthetooperator’s
calculate eye)
visualin angle
minutes is: of arc. The
height = equation
distance x
(tangent(degree)),
symbology, distance where:
= and height
distance =
from height
the of the
viewer’s
eyepoint to the display,
the same unit of measure. height and distance use iVT International Off-Highway 2011 131
ELECTRONICS
D
Figure 1: Calculating the visual angle
ABC ABC
ABC ABC
ABC ABC
Acceptable < < Unacceptable
Figure 2: Acceptable and unacceptable fonts
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
132 iVT International Off-Highway 2011
L Highway
Height
(1”)
B Height
(0.6”) Width
Example of symbol
width-to-character height
ratio of 0.6:1
Acceptable
Figure 3: Acceptable range of character height-to-width ratio
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.
iVT Off-
2007 p10
use of
colour
(1”)
B
(1”) Width
Example of symbol
width-to-character height
ratio of 1:1
< < Better
• 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 study
A 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

ratio are two of the most common

M
design deficiencies on vehicular flat

M
panel displays.
Character separation refers to the
horizontal spacing between the edges of Height Height
(0.8”) (0.6”)
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 (0.1”) Stroke width (0.1”) Stroke width
referred to as the space-to-symbol Example of symbol Example of symbol
height ratio. As a general rule, spacing stroke width-to-character stroke width-to-character
height ratio of 1:8 height ratio of 1:6
should be greater for information of
higher criticality and for information Acceptable < < Better
that is dynamic as opposed to static.
As a general principle, use all capitals Figure 4: Acceptable range of character stroke width
for brief labels or display elements. Use
upper- and lower-case script for longer (0.1”) Space (0.25”) Space
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 colour
As 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
Figure 6: Acceptable
range of vertical
spacing between words
spacing
between
lines of
words
Figure 7: Acceptable
range of horizontal
spacing between words letter
spacing
between
words
ATIS A T I S
(1”)
Height
Example of symbol
spacing ratio of 0.1:1
Acceptable < <
Figure 5: Acceptable range of character spacing
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
B TIRE capital letters
a minimum a = 1/3 B
SIZE
upper/lower case
g a
minimum a =
B 1 stroke width
TIRE SIZE letter spacing (a) =
stroke width (b) x 3
B A
±1/2 B
(1”)
Height
Example of symbol
spacing ratio of 0.25:1
Better
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
CONTACT
www.ErgonomicSystemsDesign.com
info@ErgonomicSystemsDesign.com

iVT International Off-Highway 2011 133

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

MOTOCANDIS Multifunctional Display

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

IVEKA Automotive Technologies Schauz GmbH

Talweg 8 | 75417 Mühlacker-Lomersheim/Germany | Phone +49 7041 9695-0 | Fax +49 7041 9695-55 | E-Mail info@motometer.net www.motometer.net

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STAIRWAY TO HEAVEN
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…
application using Squamata software distribution
When you are in the field with
OEMs, the current most popular
topic is efficiency. 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
difficulties 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 distribution
Squamata 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-
specific applications, such as CAN-based
Chameleon touchscreen runs best with your
engine control and digital or analogue
I/O. This powerful combination is
available for OEM customers, allowing
their engineers to focus on efficiency.
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.
Focus on your vehicle application with the Squamata software platform
ELECTRONICS
MARKO BOVING
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 Verification
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 touchscreen
Middleware devices fill the gap between
processing a mass of data and the haptic
senses (touch and vision) of the operator
working in the field. 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
(configurable 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
iVT International Off-Highway 2011 135
ELECTRONICS
Drive and Twin Keypad Clusters are
available as series parts. Twice the
functions can be provided from only
nine buttons
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
136 iVT International Off-Highway 2011
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-MFC
Operators used to need to think
twice before they operated a
Armrest with wide customised
end-of-arm, with up to four
intelligent clusters and external
Chameleon display
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

Existing controls can be re-used, while
others – such as a navigation cluster for
interfacing with the external display –
can be added
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-cluster
The 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.
ELECTRONICS
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
Custom-specific
indicators, positive friction feel and narrow end-of-arm
superior tactile feedback make the drive and multifunctional
handle on the
cluster an integral part of controlling MFA-MFB
engine and transmission features. armrest
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
CONTACT
www.eia.be
sales@eia.be
iVT International Off-Highway 2011 137
ELECTRONICS
joachim bulla

in the line of site

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 above: Motocandis
increases the safety at
format, either on a continuously or work
event-driven basis. It is also possible
to show other information at the same left: Motocandis makes
the direct evaluation of
time, such as the real-time clock, digital data of a modern
distance or operating hours counter. All engine management
system possible
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.
The menu of the CAN displays can be humidity, vibration and EMV-
Numerous functions increase safety operated with the six illuminated, freely ascendancies. The high resolution
In addition to periodic standard data, configurable keys and an ergonomically (640x480 pixels) and the internal,
Motocandis can present warnings and mounted rotary knob. The two additional graphics processor make highly
error codes as well as further information, independent CAN interfaces enable the detailed and fluent images possible. The
increasing the safety in the driver’s cab. receiving of data and error messages, as display unit is construed for a supply
So it is possible to program an event- well as sending analogue measuring data voltage between 9-32V. The real-time
controlled display, which shows when or parametering data on the CANbus. The clock is buffered against interruptions in
defined settings have gone below or transfer rate is adjustable up to 1Mbit/s, the power supply up to 500 hours. iVT
beyond. If a defined temperature, speed while the CAN interfaces support
or pressure range is exceeded, Motocandis standard SAE J1939 and CANopen. Joachim Bulla is MD of Iveka Automotive
brings this incident to the fore and The rugged housing of Motocandis Technologies Schauz GmbH
highlights the problem. To provide an has been designed to withstand the
CONTACT
acoustic warning, a buzzer (85db/m) special requirements of harsh operation www.motometer.net
can be switched on or off. environments, such as temperature, info@motometer.net

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 controllers
Armrest with custom End-of-Arm
Lateral console & intelligent clusters
Multi functional Handle

Rogator Multihandle
CAN bus driven
Customizable control panel

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 sales@eia.be www.eia.be
 ELECTRONICS
CARLO LINETTI & GIANGIACOMO DE AMBROSI

cabin pressure?
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 Giga multifunction cluster
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.
Tera6, Cobo’s 6.5in multifunction display

Cobo is an international and tool possible. The units on the

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
MC2M is a main plug-and-play device and making
CANbus controller the meeting between machine
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

iVT International Off-Highway 2011 141

ELECTRONICS
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 sensors
With 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.
142 iVT International Off-Highway 2011
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 pedal
Another 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.
left: Tera12, a 12in touchscreen display
below: Sentinel can greatly improve safety
in agricultural machinery
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.
 ELECTRONICS

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
left: Omnia CANbus column steering switch depending on their different uses.
right: Mercury LED lamp 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
Above: Alga TFT multifunction cluster trucks and various industrial vehicles.
right: The Pati aluminium steering column Their special feature is the algorithm
that governs it. With identical nominal
Electronic avenue power, this algorithm reaches higher
Cobo also offers innovations in the field inrush peaks and currents when
of electronics: the Mercury range of compared with inverters regulated by
multifunction LED tail-lights are ready traditional algorithms. This enables the
to be applied to the next generation of user to install smaller engines because
vehicles. The range features an internal Thor guarantees standard performance
microprocessor that is capable of with outstanding inrush currents.
communicating through LINbus with The company has also developed a
the vehicle network. The electrical range of capacitive level sensors to
wiring can be simplified to enable accompany traditional resistive versions.
dialogue between the unit and the light These sensors can recognise fuel with a
itself, while messages can be exchanged different dielectric constant within a
about parameters such as operating given range. Having no moving
states, frequency of ignition, fault mechanical parts to wear out, their
detection and system diagnostics. lifespan should be much longer than
The range of Omnia switches that of resistive indicators.
includes several lever-type switches, The use of resistive indicators is
inverters and wipers, and Hall-effect particularly effective inside tanks with
technology guarantees their reliability. complex geometric shapes because
This well-proven ‘no-contact’ management of the output signal can
technology eliminates traditional be regulated by adjusting the internal
mechanical degradation, ensuring microchip. iVT
greater reliability and longer life in
comparison with traditional devices. Carlo Linetti is sales and marketing director;
The entire Omnia range can Giangiacomo De Ambrosi is marketing manager
communicate with the vehicle network at Cobo Group
via CANbus but it is also possible to
drive the same loads through a special
interface unit. The range is easily
CONTACT
mounted in the control panel and www.cobospa.it
steering column. Moreover, the inverter info@cobospa.it

iVT International Off-Highway 2011 143

machinery
OUTLOOK
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Machinery Outlook and Machinery Outlook Europe will America edition, January Europe edition) OUTLOOK HEARD IN THE DIRTTM
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Copyright © Manfredi
GENERAL
& Associates DISTRIBUTORS

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and or other Manfredi in the subject companies,
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Parkway, Mundelein, This information as to accuracy
is not furnished or completeness.
IL 60060, phone in connection
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di & Associ GENERAL
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with the clients. Individual
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solicitation companies
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Mobile Hydraulics

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exceptional resistance to extreme shock,
vibration and pressure peaks they provide
reliable performance even under harsh
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These compact products, designed for
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Phone: (+49) 9372/132-0
Fax: (+49) 9372/132-406
E-Mail: info@wika.de • www.wika.com
 ELECTRONICS
stephen hueser & Jessica hall

displays your way

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
Murphy’s PowerView displays can be customised around specific application needs
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.
information displayed. The software background or layout before importing
Customised design – with offers varying levels of control, from it into the display.
reduced time to market basic display options to in-depth The ability to change content
An excellent example of customers’ custom programming, through C-code without programming extends to
desire for full configuration would be and scripting capabilities. By performing translations as well. The configuration
the iPhone, which is designed to the changes themselves through a software currently supports 10
perform basic functions (such as simple interface, OEMs no longer have languages – English, Spanish, French,
making phone calls or surfing the web). to wait on the display provider to German, Italian, Russian, Japanese,
However, it’s the apps that enable the customise the changes. Portuguese, Chinese and Czech – and
user to customise their experience. This approach can shorten the time users can import additional font sets
They can transform their iPhone into to market by correctly matching the for increased language support. The
a business tool, a multimedia viewer, a customisation work with the right skill configuration tool permits users to
game machine and much more. levels. Rather than customise all the export text, translate it using external
Murphy’s new PowerView platform display elements through programming resources, and then re-upload the
provides a similar experience. The code, companies can assign programming translation back into the display.
hardware and software enable customers tasks based on skill levels. Those with
to build their own intellectual property basic skills can focus on graphics and Control your details
and then sell the display as a product menus via a drag-and-drop interface, Users can alter more than 100 J1939/
unique to their own company. leaving the more advanced team NMEA-compatible parameters, add
While many electronic displays members free to perform more detailed custom parameter definitions and change
require manufacturers to work within a work that requires coding. the composition of the screen to include
predetermined configuration, Murphy’s The configuration software enables specific gauges, graphs and on-screen
line of PowerView displays can be users to modify the look and feel of text. The software tool supports several
tailored to OEM specifications using their equipment screens and machine protocols for machine integration,
configuration software that gives them information from a personal computer. including J1939, CANopen and NMEA.
increased customisation options over It provides equipment manufacturers If an equipment manufacturer does
design and display functions. This with a base library of templates and not follow the J1939 or CANopen
enables OEMs to choose the graphics custom screen designs, as well as the standards, an engineer can still define
and configuration that works best with ability to upload their own images to the CAN packet structure to work
their application. design customised screens. This properly with their application through
Murphy’s configuration software is simplified approach to graphics also Murphy’s FreeForm CAN protocol,
an intuitive tool that allows OEMs to gives engineering teams the option of which is an easy way of integrating
choose how they want the machine’s having a graphic artist render a proprietary protocols. This gives

iVT International Off-Highway 2011 145

ELECTRONICS
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 display
Murphy understands the importance of
having the right balance of features for
a specific application. Having a display
with too many or too few capabilities
146 iVT International Off-Highway 2011
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
Above: Design your dream display – modify
screen layout, add custom graphics and more
Left: Create custom screen designs with the
easy-to-use configuration tool
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

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 integration
The 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
CONTACT
www.fwmurphy.com
sales@fwmurphy.com

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long lifetime and high multi voltage usage and most applications where a duty applications where
operational safety with low power consumption. compact and robust lighting incandescent taillights will
minimum maintenance. The compact light lasts in source is required. Offers fail due to high vibration
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 TT needs kerning in PRETTY
ELECTRONICS

not just a pretty face

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

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 ABOVE: Opus A3 – a small but powerful unit
colours. In its heart beats the i.MX25/35, BELOW: Opus A6 – the bigger brother
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 customers a flexible and reliable
provides graphical access to all necessary adoption of the system. And in case a
features. Adding a picture graphic, a propriety solution is necessary, you can
bargraph, a numeric display, a meter create your own CAN messages in a from -30° to +75°C. And if necessary the
object or a camera picture is just a mouse CAN pure mode, called CANfreestyle. Opus A3 can be used outside – it fulfils
click away. Most graphical settings can This may sound enough, but there’s the IP67 protection level and is designed
be changed very easily and objects can even more to it! Although most standard to truly operate outdoors.
be placed on top of the screen in no applications can be programmed using
time by using drag and drop. the Wachendorff Projektor Tool, Hardly small potatoes…
Creating a screen is easily possible customers can choose to use CoDeSys Another project of the Opus A3 involves
without knowledge of a programming 3.X or C/C++ for projecting to gain more its use on a potato harvester. Potatoes
language. Previously existing picture flexibility. Visualisation with animations are harvested by picking up the dam in
libraries can even be used. Installing a are no problem due to the flexibility of which they are growing and placing it on
new project on the Opus A3 is nothing CoDeSys and C/C++ combined with the a conveyer belt. The earth, stones and
else but plug and play – install the powerful electronic of the Opus A3. leaves are separated from the crop and
project on a USB stick, plug it in and The concept and the approach of transported via another conveyer belt
start playing. Another special feature of the Opus A3 is spot-on and the market on the transportation arm to a side truck.
the Opus A3 device family is that it can shows that this works. The module can During this whole process, it is
be fitted as panel mount or standalone. be used in many different applications: important that the vegetables do not get
The Projektor Tool and Opus A3 also one project involves a tow tractor for damaged. In particular, their thin skin
support CAN protocols such as CANopen aircraft. Here, the Opus A3 is used to must not get destroyed, or they will rot
and J1939. Using these standards display the engine data of the vehicle. too early. Key to this is to ensure that the
provides a great flexibility, the main The operator observes and controls the freshly harvested potatoes do not fall
reason why even larger customers have tow tractor’s conditions while preparing from a great height onto the collector
stopped using their propriety system the next aircraft for take-off. Sunny hot truck – and this is exactly where the
design and changed to one of these summer days or harsh and cold months Opus A3 will help. It controls the height
standards. Wachendorff Elektronik in winter are taken in the unit’s stride, of the side arm and helps to adjust it so
supports these standards to allow its with its operating temperature range that the fall is a soft one. To change the

148 iVT International Off-Highway 2011


Potato harvester controlled by an Opus A3, helping to reduce crop damage
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 use
One 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 brother
Now 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.
ABOVE: Quick battery changes are aided by the Opus A3
ELECTRONICS
martin schroeder
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
CONTACT
www.wachendorff-elektronik.de
Opus@wachendorff.de
iVT International Off-Highway 2011 149
ELECTRONICS
lucrezia hellstern

Seeing is believing
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
Type 510.10 Input/
Output module for
controlling vehicle
functions via CAN
interface or analogue/
digital inputs and PWM
or relay outputs
The type 840.1 instrument cluster with TFT colour display technology.
The warning lights can even be read under direct sunlight
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
CONTACT
www.bauser-control.de
mail@bauser-control.de

150 iVT International Off-Highway 2011

ELECTRONICS

cutting a dash
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

Puma tractor cab, with MTA ICU3 dashboard on the right-hand cab pillar
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 MB91F467DA processor with 1M flash that can configure itself independently
the operator the broadest range of memory and 64k RAM at the heart of to suit the characteristics of the machine
vision, as well as an uncluttered view the dashboard. The dashboard also has requested by the customer. The cluster
of the dashboard, so that all operating a 4k non-volatile memory to store setup recognises the control units installed on
parameters of the machinery can be parameters and log the errors detected the machine through the CAN line and
kept under control at all times. by the dashboard over time. ‘decides’ which digital or analogue
Its sleek design belies the sturdiness of The calculating power made available inputs it needs to read to obtain the
the mechanical components, up to the by this new processor enables ICU3 to information it needs. The information is
high strength and quality standards CNH quickly control: partly used for machine diagnostics and
required. Although designed for in-cab • Two large dot matrix displays; partly displayed on the large LCDs as
installation, the dashboard is waterproof, • Two stepper motors to display fuel information or warnings.
while its scratch-resistant Plexiglass level and water temperature;
pane features an anti-glare surface • An internal buzzer to indicate warnings Display time
treatment that ensures data readability and alarms (up to 32 warning lamps). The top LCD shows the vehicle’s key
under all outdoor lighting conditions. At the same time, it can read: parameters (speed, engine rpm, service
With the electronic componentry, • Up to 47 digital inputs; hours) and – in the event of alarms or
MTA went for innovation – its key • Up to 20 analogue inputs; warnings – minimises default
strength – looking to find new solutions • Up to five frequency inputs. information and displays a large pop-
and new, increasingly powerful The instrument cluster also has three up window with icons and information
processors. The company was able to HSDs and three LSDs to directly control messages on the alarm. In addition to
rely on the experience gathered in relays or lamps outside the panel. the pop-up window, the buzzer changes
applications for agricultural machinery, Communication with other units tone according to alarm severity to alert
especially when designing dashboards installed on the machine occurs over a the operator, and a warning lamp is
for CNH, and the in-depth knowledge CAN line. It also features an integrated turned on and changes colour according
of sensors and customer requirements 15-key keypad, backlit with fibre optics. to alarm severity or type.
acquired due to those projects. The CNH uses the broad variety of inputs The bottom LCD is a configurable
result is Fujitsu’s powerful 32-bit 96Mhz and CAN lines to build a framework display. Using the integrated keypad,

152 iVT International Off-Highway 2011


BELOW: The MTA instrument cluster’s shape
affords the operator greater visibility
above: The ACM has the ability to read all pushbuttons, potentiometers, encoders and
joysticks on the armrest
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 panel
The 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.
ELECTRONICS
massimo melloni
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
info@mta.it
iVT International Off-Highway 2011 153
ELECTRONICS
Tel•e•mat•ics \
‘tel- -’mat-iks\ n:
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
154 iVT International Off-Highway 2011
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 value
The 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

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 solutions
Without 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.
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 reliability
One 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
terry burchill & todd braun
“An industrial solution
can often provide
value to multiple
entries”
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 solutions
When 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
iVT International Off-Highway 2011 155
ELECTRONICS
Factors influencing choice between off-the-shelf or custom-designed hardware
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 evolution
Nowhere 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
156 iVT International Off-Highway 2011
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 compliance
One 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

Good connections
A new modular connector system is an engineer’s playground,
through the integration of different connection technologies
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
FIGURE 1: The heavy-duty sealed-connector series, HDSCS
Figure 2: Accessories
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.
ELECTRONICS
waldemar stabroth
The difference
Tyco 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
germany-pic@te.com
iVT International Off-Highway 2011 157
ELECTRONICS

carrying the can

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 Rear view of the CCpilot XA

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 it is used widely in automation. Using migration paths can be identified.
responsiveness requirements are likely the higher bus speeds on Ethernet cuts Migration from CANopen is one of the
to grow, the bus performance issue down the amount of data collisions and inevitable questions, due to its large
clearly needs to be addressed. At the lost data, and delays are no longer an installed base in vehicles. Protocols that
same time, the benefits of CAN should issue. Switches can optimise speed and contain a CANopen profile, such as
not be forgotten. service quality, and enable devices to Ethernet/Powerlink, EtherCAT,
Ethernet, when added with real-time connect to the bus at different speeds. SafetyNet p, and Varan, are most
services, can fulfil the requirements of a interesting in this sense. An evolution
deterministic, flexible, high-performance, Wide selection of Ethernet protocols path also exists from Profibus and
open, general-purpose next-generation The mixture of protocols for Ethernet use DeviceNet to Ethernet. If a migration
bus for vehicles. With throughput of is wide and numerous, and there is no path can be found, re-use is more likely
1Gb/s available today, it can out-score clear winner that would fit with all to pay off.
FlexRay, which has quite a limited requirements and architectures. And still, One key requirement for a protocol
application base in the high-end car there is the choice to use plain TCP/IP. to succeed is for it to be supported by
industry. FlexRay also has some critical Admittedly, Ethernet would benefit from several network device brands, as most
limits in bus topology and length, and it better consolidation to overcome the vehicle OEMs are desirous to avoid a
is not clear how open it would really be current wide set of standards. vendor lock-in situation. Another pitfall,
beyond the automotive sector. Ethernet Several protocols can be run in the which works against the openness of
is also gaining ground in the research same bus, but with some limitations, Ethernet, is that some specific protocol
plans of key FlexRay deployers, giving however. In any case, devices need to implementations can turn out to be tied
even more opportunity and leverage for speak the same language to understand with proprietary circuits.
a cross-sector technology push. each other. For reference, to name a few Some of the protocols have large
Ethernet emerged in factories some of most frequently used protocols in overheads, often leading to the need
10 years ago, with initial concerns on industrial automation, we can mention for a specific FPGA to manage the
safety, speed and timing. The issues Ethernet/IP, Profinet, Modbus TCP, processing load of driving the bus
were tackled with controlled isolation of Ethernet Powerlink, and EtherCAT. traffic. This also leads to a situation
process network from business network, To facilitate the re-use of existing where a protocol cannot be supported
and by improved network design. Today, solutions on a device profile level, some with a software-only solution.

158 iVT International Off-Highway 2011


System architecture aspects
The 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 applications
Ethernet 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
ELECTRONICS
MARKO ELO
below: Control modules with both CAN and
Ethernet may act as nodes, connecting CAN
segments to an Ethernet back end
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
info@crosscontrol.com
iVT International Off-Highway 2011 159
 -SH-IVT (87 x 270 mm).qxd 24.08.2010 16:08 Uhr Seite 1

N EW!
· colour TFT
displays
· larger
casings

Customized Cylinder Head

Q CAN/CANopen, SAE J1939
Analogue + digitale I/Os
TN, FSTN, ASTN and TFT display,
4.3“, 5.0“ and 7.0“,
800 x 480 pixel
access control and
remote alert – standard or
individual solutions
Q high shock and vibration
resistance
Q specific components/
production treatments:
 Q ultrasonic soldering
for high protection class
 Q anti-scratch treating
for clear readability of the data
 Q IP 67 provides protection
to high pressure cleaning (front)
 Q salt spray resistant (front)
 Q IP65 provides optionally
protection on the rear
Q perfectly readable data
and warning indications (LEDs),
even in direct sunlight
BAUSER GmbH & Co. KG
Wiring Systems for
Heavy Duty Diesel Engines
The direct injected diesel engines for the
commercial vehicle industry require an
electrical connection inside the cylinder
head to be connected to the engine harness.
Tyco Electronics delivers cylinder head
wiring solutions for various engine suppliers
which combine the highly-engineered
pass-through connector, bracket design and
cable assemblies. Quick and safe installation
of the cylinder wiring system to injection
valves, glow plugs and other electrical
components located in the cylinder head is
guaranteed with our tailored designs. The
cylinder head wiring system can withstand
a temperature range of –40 °C to +140 °C
and ensures highest reliability over lifetime
against engine-oil and vibration load.
Tyco Electronics AMP GmbH • AMPèrestr. 12–14 • 64625 Bensheim
Phone +49-6251-133-1561 • Fax +49-6251-133-1474
www.tycoelectronics.com • www.tycoelectronics.com/automotive
TE (logo) and Tyco Electronics are trademarks.
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.

Julius Bauser-Strasse 40
D-72186 Empfingen – Germany
Phone: +49 (0) 74 85 - 18 1 - 0
Fax: +49 (0) 74 85 - 18 1 - 16
Web: www.bauser-control.de
E-Mail: mail@bauser-control.de
 ELECTRONICS
stefan sandler

Guiding light
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

Exploded view of the construction

of a Nordic Lights LED worklight
with dampening system
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 in life, you generally tend to get exactly
components are packed in what you are paying for. It is more
SMD (Surface Mount). The complicated to design an LED light
package also includes the primary because they are not standardised: every
optics, i.e. a lens made of silicon LED type needs its own PCB (Printed
that directs the light out of the Circuit Board), they use different current
component. To get the right light and voltage, are not replaceable and,
pattern from an LED light there are finally, they have different light patterns
secondary optics formed from a reflector so the optics must be optimised for each
or a lens, or a combination of both. type of LED. Their potential is also
LED lights are generally perceived highly affected by the way the armature
as having very low power consumption. is constructed.
This is both right and wrong. When The more current that is used in an
compared with a halogen light, the LED, the less effective it becomes. The
LED light is very efficient. However, at Compact and with multivoltage use, the scale increases, and with a standard
N44LED suits a wide range of applications
the moment, HID Xenon lights and current 30% or more of the total
fluorescent tubes are still more efficient favour, and within the near future we theoretical lm/W light output can easily
in terms of the lumen/watt output. In will most likely see LEDs that reach the be lost. To get a higher light output, the
real-life conditions, an HID will have a same levels as HIDs. most straightforward solution around
maximum output of 85lm/W compared this fact is to increase the number of
with an LED’s maximum of 50lm/W. An Overcoming challenges LEDs and run them on a low current,
LED light would need to be run on 60W, All LEDs are not alike. There is a big but this, of course, increases the price
compared with 40W for an HID to difference between certain LEDs – some of the end product.
achieve the same light output. But time provide very poor light and others easily Power LEDs create a lot of heat, to
is working in the LED technology’s break – and as in so many other aspects which they are very sensitive. The size

iVT International Off-Highway 2011 161

ELECTRONICS
High light output LED
lights provide a cool
blue-white light colour,
compared with the
whiter light colour of
HID lights
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
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
162 iVT International Off-Highway 2011
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

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 applications
A 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,
www.mta.it
Today we give you more
Electronics, Electromechanics, Race.
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
ELECTRONICS
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
CONTACT
www.nordiclights.com
nordiclights@nordiclights.com
Designing a good LED
light can be complicated,
as the LEDs are not
standardised
Electronics, Electromechanics,
Race. With three dedicated
divisions offering an exhaustive
range of advanced, high-tech
products tailored to customers’ needs
for 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.
We love:
demanding customers
tough requirements
rough conditions

CrossControl provides technology

that puts humans in control…

CrossControl supports
CrossControl manufacturers
supports manufacturersof
ofindustrial
industrial vehicles with solutions
vehicles with solutionsthat
thatput
put
humans
humans in control.
in control. OurOur provenproduct
proven productplatforms,
platforms, engineering
engineering capability
capabilityand
andlife
life
cycle
cycle services
services help
help our
our customersto
customers toreduce
reducecost
cost and
and minimize
minimize time-to-market.
time-to-market.With
With
CrossControl supports manufacturers of industrial vehicles with solutions that put
solutions for premium user interaction, reliable vehicle controls and integrated fleet
humans in control. Our proven product platforms, engineering capability and life
management, we contribute to making vehicles stand out from the competition.
cycle services help our customers to reduce cost and minimize time-to-market. With
management, we contribute to making vehicles stand out from the competition.
solutions for premium user interaction, reliable vehicle controls and integrated fleet
management, we contribute to making vehicles stand out from the competition.
sales@crosscontrol.com | crosscontrol.com | +46 271 193 80

sales@crosscontrol.com | crosscontrol.com | +46 271 193 80

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

let there be lights

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

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

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.

iVT International Off-Highway 2011 165

ELECTRONICS

Right: Grote’s
proprietary lighting Broad in the beam
analysis software: The Grote spot is a piercing beam of
OEM designers can pure and focused LED WhiteLight, most
see the effects of
mounting lamps in often used for illuminating objects that
different locations are in the distance or of specific interest.
and with different The Grote flood produces a practical
lens configurations
without the cost of beam pattern used for a variety of
real-world field applications, with a bright, generous
tests
beam structure evenly lighting an area
Opposite page: without variation or hotspots. The Grote
There is a trapezoid is a controlled beam pattern
worklamp and lens
pattern suitable for used for near-field forward lighting,
virtually any often in off-highway applications. The
application. The beam is extremely even in intensity
lumen intensity
chart offers across the entire pattern and the
guidance on beam trapezoid edges are tightly controlled.
strength, but all
LED WhiteLight The Grote wide flood is the widest
lamps provide beam pattern available. Used for a
exceptional light variety of applications, such as road
quality
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 solutions

Grote 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

166 iVT International Off-Highway 2011


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 analytics
The 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 management
A 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.
ELECTRONICS
Better light, better performance
Today, 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
iVT International Off-Highway 2011 167