Restbus simulation, routing and control of automotive bus systems
Fast integration of new components or building ever more complex show cars require a short-term and uncomplicated solution for connection of new control units. With DP6833 Connect we offer a control unit that has interfaces for CAN(FD), LIN bus and RS232, as well as a PC connection via USB.
In a simple manner it enables integration through adaptation of the data communication to CAN and LIN. Thus you can create simulations of tank characteristics or speed curves or switch warning messages on and off for demonstration purposes.
Multiple input/output pins and supplemental modules, such as WLAN, Bluetooth and input displays complete the function scope. In addition to standard restbus simulations, project-specific software can be integrated and retroactively updated by the customer himself, by updating the software over the CAN bus or the USB connection. Hardware, as well as basic software, are configured for all use scenarios in the vehicle and are wake-up capable and sleep-capable over CAN.
Whether just one KL15 signal to the CAN on the test bench, an offset for a specific message type, or filtered routing for signal adaptation, for building technology carriers: With DP6833 Connect you get a tool for many basic tasks, from pre-development in the technology carrier to validation on the test bench.
ED::fuse – The modern measurement system in high-volt, high-current, low-current and low-volt ranges
The best performance, comfort and safety are features which are required of all vehicles nowadays. In order for these demands to be fulfilled, the complexity of the vehicle continually increases and the number of control devices and electrical consumers also increases permanently.
Electrically driven automobiles also promise a way to sufficient, efficient mobility. However, electrical energy in vehicles is a scarce commodity due to the limited storage capacity. This particularly applies to purely electrically driven vehicles as the range rapidly reduces is the use of electrical energy is not optimized. The consumption of fuel is also negatively affected in the case of vehicles with a conventional combustion engine, if the electrical energy is not distributed and used as well as possible. This is why optimization of the energy flow is extremely important.
With EDfuse, a modular measurement system developed by EDAG, energy efficiency in the vehicle can be significantly increased.
Currents and voltages are precisely detected and documents in order to determine the optimal distribution of electrical energy. Due to the integrated galvanic separation between measurement technology and the vehicle, as well as all measurement elements among themselves, measurements in on-board networks with different supply voltages are possible; low-volt, high-volt or combined low- high volt systems. It is not important whether short or long-term measurements are to be carried out. The existing fuse elements can simply be replaced with intelligent measurement sensors and the fuse function is maintained.
EDfuse stands for comfortable and efficient validation of electrical energy distribution in the vehicle.
In contrast to standard measurement methods such as current probe measurement or digital multimeters, the EDfuse works self-sufficiently. After one-off installation, EDfuse can carry out the measurement independently and save the detected data. The data can be analyzed at a later date.
EDfuse can be individually arranged according to your requirements and your interests.
Due to the modular design of EDfuse, almost all challenges with respect to the distribution of energy in the vehicle can be mastered without any difficulties.
EDfuse can be extended with further modules thanks to the modular construction. Whether in stationary or mobile use, the system can also do justice to complex demands.
Due to the simple expansion of modules, EDfuse is suitable for use in the workshop as well as for performing highly complex measurements in vehicle development.
You will receive an overview of the available components of the EDfuse measurement system below.
It is an advantage of the EDfuse measuring system that it can be variably combined. You can select from the available components the ones which are required for your use and also expand your EDfuse measuring system in future at any time. The modules of EDfuse shown in the figure are illustrated on the following pages in detail.
For mobile use in workshops:
The hand device fulfils a central function among the EDfuse modules. Currents and voltages can be immediately measured and recorded due to the possibility of directly connecting two measurement sensors. Due to the simply menu guide, the hand device is quickly and simply ready-for-use, it saves large amounts of data and works self-sufficiently after the initial installation. Analysis of the data found on a SD memory card can therefore take place at a later date. For you, as the user, this guarantees high flexibility and less time.
The hand device is designed for demanding temperature ranges and, thanks to the construction, can also be used under difficult external conditions. The integrated battery pack allows a long measurement period of up to eight hours.
For complex applications:
The device offers more advantages in automobile development, but also in difficult error patterns in the service area. In combination with one or several CAN interfaces or high-volt or high-current sensors, it can detect up to 200 measurement points parallel. The user quickly gains a full overview of the energy distribution in the vehicle. The device works like an CAN data logger.
The hand device can also be conveniently used as a display, operating and storage device.
The EDfuse CAN interface takes over several central functions at once. It’s main task is to combine the different EDfuse modules and provide obtained information either to the EDfuse hand device or external data loggers.
Up to eight low-volt sensors for detecting current or voltage can be connected to the CAN interface. They are individually galvanically separated. Using the EDfuse hand device or an external data logger, the incoming information is processed further. As a user, you are therefore free to choose the data storage device. The number of measurement points can be increased to up to 200 by connecting several CAN interfaces (maximum 25). It is therefore possible to detect currents and voltages throughout the whole vehicle in all installation positions. The configuration of measurement points on the respective CAN interfaces takes place via EDfuse configurator software using the USB interface or the EDfuse hand device. Due to the widely detected operating voltage and temperature range, use in all areas of the vehicle is guaranteed without loss of function – including during operation.
The EDfuse measurement fuses MINI®, ATO® and MAXITM are plugged instead of the vehicle fuse. The sensors take over measurement of the quiescent and operating currents as well as the modules protected by the fuse in the current path. Replacement of the sensors to measure quiescent currents and operating currents is not necessary. The same sensor guarantees both measurements with high accuracy. Measurement takes place using the original safety wire. You therefore always have the additional fuse function even when the system is not in the measurement mode and there is never an additional resistance in the circuit like on a standard current shunt. The fuse wire itself is used to measure the shunt voltage.
The EDfuse shunt expands the EDfuse family by current measurement in interruptible electrical circuits. Therefore the shunt is integrated into the electrical circuit directly and allows a recording of measurement values analogously and in combination with other sensors.
The EDfuse shunt can be used either directly to the handheld or in conjunction with the CAN interfaces.
The EDfuse clamp-on ammeter opens up the possibility to measure currents to 30A or to 1000A, without having to undo the electrical circuit. This measurement procedure is suitable also for high- volt applications. Various vehicle conditions and in particular error situations can be analyzed in combination with other EDfuse sensors.
With the development of current sensors in the high-volt range, the EDfuse is perfectly equipped for the automobile future of electric and hybrid vehicles. The detection of electrical factors works for you as a user in the same way as the sensors in the low-volt range.
As an independent module, the high-volt and the high-current sensor are either directly used on the hand device or in combination with the CAN interfaces. Measurements in mixed operations can also be performed with these modules. This means that equipment which combines both low-volt and high-volt ranges is easy to realize with EDfuse.
EDfuse high-volt current sensor
The EDfuse voltage sensor offers a simple opportunity to detect voltages such as battery voltage, synchronized with the obtained current values. This allows you, as a user, to identify errors in the electronics caused by lower voltages in the vehicle. The overall picture of the energy flow in the vehicle is therefore represented.
The EDfuse HiL-module is an all-purpose, autarkical current measurement system for the use in “hardware in the loop” test beds. Whether components-HiL, system-HiL or complete vehicle HiL, you can use this measurement system for all sorts of applications in typical 19-inch racks. The application is rather simple. You have to place the EDfuse HiL-module in a free slot, feed to the supply voltage internally via a separate connector and thus, the current measurement system is ready for the use on the hardware side. The measurement system is parameterized with the enclosed configurator software via the USB existing at the front so that you can record current courses very exactly, time synchronously and in a broad range of measurement on eight channels by the use of this module to the current recording during your system tests.
You can optionally configure the current measurement modules for different measurement ranges and fitting sizes. The use of up to 10 current measuring modules makes measurements possible simultaneously with up to 80 channels. The sampling rate of up to 1 kHz per channel creates a detailed representation. With the logging of the measuring data via the frontal CAN you have a universal interface for the data recording and therefore you can process the incoming information in your HiL main system without further ado. By the open CAN protocol it is possible for you to process the data at any time compatible to other records. Also precise measurements in systems with different supply voltage are ensured by the integrated galvanic isolation of all measuring elements with each other. In addition it is possible to run the EDfuseHiL module as a self-sufficient measurement system with the optional EDfuse handheld or an external data logger.
Temperatures of -40°C to +105°C (-40°F to 221°F) ca n be taken up parallel to the usual current and voltage measurements of your EDfuse system by the EDfuse temperature sensor. Applications, such as the analysis of the current consumption within a climatic chamber cycle, therefore become possible. The temperature sensors can be integrated several times in a system configuration and therefore they offer the possibility to take measurements at different positions and exhibits.
The EDfuse battery module can be used for independent energy supply of the EDfuse measurement system and further measurement technology. The measurement time period and therefore the recording of data can be extended with the use of this module. With a battery capacity of 42 Ah and an integrated charger as well as additional connections for the supply of external units with a 12 V supply voltage, the battery module is more than “just” a battery case. It is possible to measure for 8 hours continuously with the maximum version of the battery module using 25 CAN interfaces and 200 measurement points. A configuration example with a CAN interface, the hand device and 8 measurement points allows a measurement of approx. 1 week. With the “Break-Out function” it is particularly easy to extract the CAN messages from the measurement internal CAN Bus using the battery module. A Break-Out function with all EDfuse signals in contained in the battery module (CAN, enable signal).The enable signal can be used to issue an impulse for the start of measurements.
The BMS represents a flexible all-in-one solution for monitoring lithium-ion batteries up to 80 V. An internal or external shunt can be used for current measurement.
For systems above 80 V, where due to the wiring effort, master-slave systems in batteries make sense, our BMC in combination with up to 15 CMCs are used. For isolation monitoring and current measurement third party components take place.
The CMCs represent the measuring units for voltage and temperature monitoring of the cells, as well as cell balancing. Communication with the BMC takes place via an isolated two-wire communication.
Cost-effective, space-saving, and fast implementation
To implement light effects for show cars and concept cars, simple activation of LEDs is required. The activation unit must be quickly adaptable to customer-specific requirements, it must not take up a lot of space, i.e. it must be capable of being concealed. We developed the Mini LED Activation unit, DP6810 MiLA, for this application.
With DP6810 MiLA individual LED modules or LED strips (RGB, RGBW and monochrome) can be activated via CAN. Thus ambient lighting and light animation can be implemented. The software is custom-matched to your desires. Thanks to the compact design, the DP6810 MiLA optimally enables space-saving integration in the vehicle.
Control of DC motors and LEDs via CAN and LIN
The EDAG PP9810 Motor Power System (PP9810 MoPS) is used to control up to five DC power motors. It is mainly used in prototype vehicles, where new seat adjustment or window regulator functions can be implemented with little effort. In addition, the PP9810 Motor Power System can also be used to control speed, direction of rotation and block detection via current consumption.
There are two versions of the PP9810 Motor Power System available:
In addition to the power output, there are also inputs on each motor channel, for the integration of position measuring system (light barrier, potentiometer, etc.). Its compact design ensures optimal integration in the vehicle.
The control of DC motors for seats or air conditioning flaps in show cars, for which there is no free control option, is complex. With the PP9810 Motor Power System, we have therefore developed a central control unit which can also control LEDs, e.g. a third tailgate brake light. It can be used in the following environments:
SRD::fusion engine paves the way to the next level of autonomous driving
This innovative software engine uses not just object lists, but above all various types of sensors to generate an accurate image of the vehicle's surroundings, This significantly improves the safety of technologies needed for autonomous driving.
Radar, LIDAR and camera data can be used to identify static and dynamic elements in the vehicle's environment, and can be employed to interpret complex situations. The SRD::fusion engine fuses the data of the different systems into a 360° image, tracks objects, and develops a 3D grid map. Additional types of sensors, such as DGPS or ultrasound, can also be integrated into the SRD::fusion engine.
Supply image/video signals in real time in video displays
Bringing new HMI designs into an existing vehicle, to make them "experienceable" there requires a lot of effort. Integration of new hardware means modifying the instrument panel. With the DP6852 IPU HD we have developed a tool that feeds image and video signals from an external image source into the displays in the vehicle, quickly and without complications – or that can read these signals, depending on the configuration.
The VPU (Video Processing Unit) variant is used in the automotive sector as the interface between a PC system with HDMI output, such as a car PC or a laptop and a display in the vehicle. Thus, your own display concepts can be presented in the infotainment display, instrument cluster display or head-up display. A changeover function via pin or CAN makes it possible to change between the original vehicle and the HDMI image content. Optionally the displayed area can be cut out of the input image. In addition, the Image Processing Unit can take over simple CAN filter tasks or supply displays with power. Configuration occurs via USD.
For the user the FrameGrabber variant enables:
In this regard, the LVDS image signals in the vehicle are tapped and relayed to a PC system or screen via USB 3.0 interface or HDMI output.
With the combination of VPU and FrameGrabber, EDAG Electronics offers a continuous tool chain for different development phases of display concepts. Overlay presentations are possible with the aid of a PC. Thus, new display functions can be generated in series content.
The tool chain is supplemented with the EDAG DP6823 HMI Switchbox, with which the touch data, DDS and button activations can be easily analysed and manipulated.
Hardware extension of the visualisation tool chain for instrument clusters
The DP6811 Cluster is a hardware extension for series production instrument clusters that are matched to different vehicle models. Using the EDAG visualisation tool chain, individual image data and video data can be fed and extracted. It is used in the automotive industry during the development phase in:
Our visualisation tool chain enables a pixel-precise, uncompressed presentation and extraction with minimal signal delay.
Extension board for HUD conversion
The integration of new HMI designs in an existing vehicle is a complex matter because it calls for the conversion of the instrument panel. To simplify this process, we have developed the EDAG visualisation tool chain. It allows individual image data to be fed into and extracted from the existing components.
The DP6812 HUD is a hardware extension for head-up displays that is adapted to different vehicle models. Individual image data can be fed in and extracted with the help of the EDAG visualisation tool chain. In the automotive industry, this is used in prototypes, test equipment, technology carriers and test vehicles, or show cars during the development phase. With minimal signal delay, it enables pixel-accurate, uncompressed display and extraction. The DP6812 HUD is individually adapted to the head-up display, and installed. Thus integration in series production vehicles without complications is possible. The DP6812 HUD handles the changeover function between the original head-up display and the individual image from the PC system.
Test, develop and present infotainment operating concepts
The DP6823 HMI Switchbox is a Control unit for testing, developing and presenting innovative infotainment operating concepts. Data protocols between the central computer and operating unit or touch display can be tapped, manipulated and output. For example, the bus data from HMI elements can be used to operate the EDAG DP6852 IPU HD.
Data are routed-through from the operating unit to the main unit (as if it were not present) Data can be tapped in parallel.
Blocking of the operating unit information (info does not reach the main unit). Output via USB HID (keyboard/touchscreen mode). Thus an external PC can be controlled via the vehicle.
Changeover between the two modes through:
The data can be output via CAN or USB. Through provision of HID devices, such as multi-touch display and keyboard, a simple connection of the vehicle components to your own GUI is enabled for the HMI developer. The DP6823 HMI Switchbox offers a changeover function by means of discrete outputs for up to three external devices. Thus, in conjunction with the EDAG DP6852 IPU HD, changeover of the displays can be implemented by pressing a button on the operating unit. Configuration for the various applications is accomplished quickly and without complications, with a JSON file. The DP6823 HMI Switchbox offers sleep and wake-up, thus it can be operated with the vehicle's onboard power supply.
Automated testing of complex systems
With the CShark modular automation framework, the various components of a complex system (for example, an infotainment system) can be tested individually and in the complete End2End chain in automated processes: from simulation of the overall vehicle to subsequent comparison of the simulated data with a frontend. The basic modular architecture of ED::CShark is perfectly tailored to the distributed, complex services. An extension with new interfaces/components is possible at any time.
Thanks to the existing modular principle and the previously implemented actions, test programs can be developed and executed without any programming knowledge.
We have analysed and incrementally implemented the necessary interfaces for End2End validation of vehicle-related online services in the Audi Connect environment. Then these were extended with new interfaces/components and actions.
Zusätzliche Inhalte auf dem Fahrzeug-Display darstellen und bedienen
Mit dem modularen Automatisierungsframework CShark lassen sich die verschiedenen Komponenten eines komplexen Systems (z. B. Infotainmentsystem) einzeln und in der kompletten End2End-Kette automatisiert testen: von der Simulation des Gesamtfahrzeugs bis hin zum anschließenden Abgleich der simulierten Daten mit einem Frontend. Die modulare Grundarchitektur von ED::CShark ist perfekt auf die verteilten, komplexen Dienste zugeschnitten. Eine Erweiterung um neue Interfaces/Komponenten ist jederzeit möglich
Durch das vorhandene Baukastenprinzip und die bereits implementierten Actions können Testfälle ohne jegliche Programmierkenntnisse erstellt und durchgeführt werden.
Wir haben die benötigten Schnittstellen für die End2End-Absicherung von fahrzeugbezogenen Onlinediensten im Audi Connect Umfeld analysiert und schrittweise umgesetzt. Im Anschluss wurden sie durch neue Interfaces/Komponenten und Actions erweitert.