CAN Newsletter June 2007
| Device | Bauma review , page 6 Transforming the cab with CAN HMIs, page 18 CAN signal converter - J1939 central control unit, page 20 Controllers, page 24 Survey of CANopen compact PLCs, page 26 Stainless steel and explosion-proof encoders, page 28 Sensors, page 36 IPC@Chip CANopen programming, page 44 CiA 309-3 gateway server for the IPC@Chip, page 44 Controllers II, page 48 Miniature motion controller with CANopen, page 60 DeviceNet and CANopen motion control, page 62 Programmable control via CANopen, page 64 |
|---|---|
| Application | CAN vehicle electronics work in cold, snow, and ice, page 12 Hybrid-electric truck communicates via J1939, page 16 The leader of the pack climbs with CAN, page 22 |
| Tool | CiA 440 tool development based on .NET scripts, page 33 Simulating and testing CAN communication, page 38 Tools and software, page 42 |
| Semiconductor | MPC5561 for driver assistance systems, page 50 LPC2000 series of ARM7-based CAN µC, page 54 Advances in embedded CAN control, page 56 Semiconductors, page 58 |
Bauma review: CAN protocols prevail in construction and mining machinery
Bauma 2007 in Munich is the largest trade fair of its kind in the world and also a trendsetter and a record breaker: more exhibitors (3 100 from 48 countries), more innovations, and more international audience than ever before made the fair THE event for gathering information about the industry’s latest developments. Controller Area Network (CAN) is the choice for many manufacturers when it comes to networking devices within off-road vehicles. Based upon CAN are the higher-layer protocols CANopen and J1939 and all its derived protocols prevalent in many construction and mining machines (e.g. ISO 11992 truck/trailer interface, ISO 11783, NMEA2000).
CAN vehicle electronics work in cold, ice and snow
Anyone who has participated in winter sports at one time or another is familiar with them: The slope groomers that tirelessly prepare the ski slopes and convey goods to mountain stations or transport injured persons safely down to the valley. Not only do they embody a special species of all-terrain track vehicles, they are also the product of genuine high-performance efforts in heavy-duty vehicle construction. Vehicle electronics play a crucial role in realizing the incredible capabilities of these machines. This technical article offers insights into the vehicle technology, development process and development tools of the latest generation of PistenBully vehicles from the Kässbohrer Company.
Extreme conditions – maximum safety
The technical challenge facing the PistenBully is to master the many extreme situations encountered in cold, snow and nighttime operation at higher elevations up to a maximum of 6 000 m. The machine, capable of moving in any direction on inclines up to 45°, covers areas at a rate of 96 000 m2/h with its multiflex tiller. Key aspects of the vehicle concept are reliability, safety and low-fatigue driving control, supported by intelligent automatic functions. Special features contributing here are puncture-resistant windshield glass, numerous running lights, searchlights and working lights, a rear camera and fully rotating hydraulic cable drum.
The new PistenBully 600 is powered by a Mercedes-Benz 12, eight-liter displacement engine delivering 295 kW (400 horse power) and torques up to 1 900 Nm equipped with an engine controller providing load limit control. Two independent hydrostatic drive circuits without cut-out clutch are responsible for the right and left drives. The initial speed of each drive is continuously variable, and the drives can be reversed in direction. Among other things, this lets the fully electronic steering support turning in place, pre-selection of driving direction, and speed reduction. A single foot pedal is used for accelerating or decelerating (braking), i.e. there is no working brake. “Steering aggressiveness” is varied with driving speed, so that the turning radius remains unaffected. Wheel sensors as well as straight-line and uniform curve control make it possible to maintain desired driving profiles precisely, even asymmetrical profiles.
Hybrid-electric truck communicates via J1939
Truck and body of the hybrid-electric medium duty truck Model 335 by Peterbilt communicate through a J1939 digital controller. This interface senses hydraulic demand from the body and automatically engages the hybrid system. Under a full charge, the power take off (PTO) can operate for approx. 25 minutes at which time the vehicle will automatically start the diesel engine and recharge the hybrid’s batteries, which takes about three minutes. This means for eight hours of operation the diesel engine runs for less than an hour.
The truck uses a parallel hybrid system that was developed with Eaton Corporation. A parallel hybrid system has an electric motor that assists the mechanical diesel engine with supplemental torque for improved fuel economy. The system stores energy during stopping through a process called regenerative braking, and then reuses it for acceleration. The system also stores energy during idling and uses it to power the vehicle’s PTO.
“We expect the hybrid Model 335 will result in a 30 to 40 percent reduction in fuel use through the combined improvement of on-road fuel economy and stationary jobsite operation,” Peterbilt Chief Engineer Landon Sproull says. “The fuel savings, combined with reduced maintenance requirements, will significantly impact our customers’ bottom line.” The reduced maintenance requirements, Sproull says, result from less wear on the engine, as its workload is supplemented by the electric engine, and the brakes, since the charging of the batteries retards the motion of the vehicle. The truck with integrated bucket lift body is suitable for municipal and utility applications and features advanced technologies that provide improved fuel economy while reducing noise and emissions. The hybrid Model 335 will be in limited production in 2007.
