System Customization- Quick and easy Reprinted from Industrial Vehicle Technology 2000 Lift Truck and Materials Handling CURTISIVT 2000 - Lift Truck & Materials Handling System customization — quick and easy CANbus and vehicle control language technologies are changing the future of industrial electric vehicle design. This industry is about to take a giant leap forward Michael Bachan, Mark Bollea & John Zalabak, Curis nutes nc USA y its very nature, the traditional approach to industrial vehicle design creates two opposing forces in the industry. OEMS demand low-cost, reliable components that are customized to meet the unique require ments of a system, whereas suppliers need +0 produce proven generic modules in high volume in order to make them cost- effective, With the advent of the micro= processor, suppliers such as Curtis instru _ments, Inc have been able to successfully meet customer needs by providing time- ‘ested modules with software that allows some flexibility and programmability. However, traditional module design {alls short of meeting the growing needs of the marketplace. Manufacturers con- tinuously demand more customization on vehicles that are becoming increasingly sophisticated, requiring hardware and software additions to the system or its com: ponents. For example, in @ complex system of hydraulics, motor control, battery man agement, stering systems, displays and rmulkifanction control handles there is a limit to the number of wites that can be included in a wiring harness. Adding software parameters is also problematic because ofthe thousands of permutations and interactions, and it increases integra tion difficulty and the likelihood of error. “Today, there are new technologies that address curren design issues and greatly expand the opportunities inthe industrial electric vehicle (EV) industry. Curtis is atthe forefront ofthis moverent with a ‘unigue system solution including communi cations, reprogrammabilty and software development tools. This combination of tools works in conjunction with CAN to significantly simplify wiring and link sys- tem resources. The Curtis solution ult- marely enables OEMS to have the best of both worlds — cost-effective, rimetested generic modules and custom solutions. Current design limitations Generic components of traction, pump and steering controllers provide OEMs with cost-effective products, but their adapration can be costly, or in some cases, not even feasible. This is especialy so with devices that are not programmable, but even pro- scarce eres bate Matas (2g 0 ‘Standard Configuration throtle inp isa throttle input ~ even if used as.a voltage chrotl or a resistive throttle, it remains a throttle input). A Curtis option called multimode allows Application Specific Inpul/Output Hardware Application Specific Software and Control Algorithm rational design ~ customization ‘adds development complet since softwares interrelated1vr2000 — Uf Truck & Materials Handling some functions to have upto four features, but this also is limiting. Vehicle customization presents a ‘number of challenges, whether i involves auding wires andor changing system sft ‘ware. This proces is usually long, arduous and complex, andthe resuling system is ‘often difficult maintain. Also, the cus- tomization process cam be too revealing for OEMs who prefer to protect their distin tiveness fom industey supplier Complex systems create additional dif- calles. As the electronic content of vehicles increases, the compleity ofthe interaction of systems also expands. Inialy,compo- nents were built 9 have one funetion, but with the advent ofthe microprocessor these units could he designed to accommodate numerous parameters and hundreds of pe- mutations. Now, in order to meet the needs af complex systems, these same products must be configured with hundreds of para meters and hundreds of thousands of per- mutations. Subsequently, ask-specificcom- ponents become costly, unmanageable and more dificult to integrate Get on the CANbus In recent years, industrial EV designers have come to recognize the benefits of en tral bus architectures such as CAN. The immediate advantage to implementing « CCAN-based system ia reduction in witing harness sz, since only a simple ewo-wie bus is requted for communication of digi tal information. With complex applica- tions, the reduction in wiring alone can justify the costs of implementing CAN interfaces on a system. Initially, « CAN-based system may add ‘complexity because of the need for adai- tional software. Yer, fom a systems per spective, a CAN network ensures higher systems integrity, reduces overall complex ity and facilites maintenance onthe entice ‘ehicle as well as individual components. More importantly, CAN enables vehicle signers to meet the increasing demands of the marketplace itis therefore quickly becoming the industry-accepted standard ‘Already an adopted standard isthe Open Systems Interconnection (OS!) sodel. Defined by the Internationa Organization for Standardization (150), the model describes how communications should occur on a network. The OS] model defines even independent layers’ of a pro- tocol stack. The bottom layers, which spec: ify physical and electrical characteristics and how data is handled, are implemented with commercially available CAN micro- controllers. Cutis has incorporated the ‘CANbus chipsets into several oF its product lines. Since informa- ‘going onto and coming off of the bus is now a function of qualified hardware, this lessens the burden fon the software that drives the module, ‘The seventh layer of the OSI model ~ the application layer ~ defines the protocols for communicating with other nodes on the system. While the industry awaits an accepted standard for communications protocol, companies hhave been using pro- prietary protocols ~ this poses a problem ‘when it comes to interconnectivity As vehicles become increasingly complex, i becomes more dif cat fora single sup- plier to develop every functional module. A standard communica- tions protocol will allow suppliers to www.curisinst.com ry tne General Use InpuvOutput Hardware ‘Standard Configuration Power Stage focus their expertise on task-specific mod- tls. I also will help establish the ground: work needed to drive the industry forward, ‘Over the last few years, Cutis has been working with the Industrial Truck Association (ITA), an industry association based in the USA, o determine the com- ‘mon baseline protocol thar would best meet the needs ofthe industrial EV industry.IVF 2000 - Lif Truck & Materials Handling OO EL Le OT A | ET OT LET EF SET LE TL CT, With ITA, Cuts and other indusey players, including Atlas Copco, Rayinond Corporation and Sevon, wete instrumental in the echnical direction ofthe committee that evaluated the top known protocols ~ from the physical layer, co the application layer anda layee above, which defines device profes. The commie has selected ‘CANOpen asthe standard communications protocol, with the use ofthe device profiles as specific by the CAN in Automation (Gi) Group hase in Germany. In 2000, a formal recommendation will be made ro TTA that spcfes CANOpen as the com ‘munications protocol standard tobe used by companies leading this industry. VCL ties it together In addition to it lis of core competencies in power electronic, batery management, industrial packaging and motor control, aris now includes a generic software ‘module that works with reconfigurable memory and extended VO. Called the Vehicle Control Language (VC, this new software provides the interface to configure functionality ofthe individal components and ther interconnect, and ultimately controls the vehicle. With VCL loaded into a motor contcolle, for example, OEMs can customize systems to their unique specifications VCL isa basic language creared forthe specific needs of industrial EVs. Easy to lear, VCL will fel familiar and comfortable to first time users. Non: software engineers and high-level rech- nicians will be able to immediately make ‘modifications to the vehicle control system. ‘The VCL software module comes with an extensive library of program samples that demonstrate how to solve common problems. Ir also comes loaded with pre- defined functions that are common t0 the industry to help the user develop programs easily and quickly. Standard funetions such as throttic type, mapping, filters, delays and CAN message send and receive, all add 10 the ease and speed of developing custom vehicle control functions with VCL. OEMs can both use and customize the sample programs, or can ask Curtis to develop a program for theie particular application. Overall, VCL allows for a highly inte: grated system, maximizing the capa cof each component. For example, with CAN, inputs near the operator compart- ment can be accessed and utilized by the traction controller and remote display ‘Then, resources throughout che vehicle can be scanned, logically combined and con- trolled by VCL software and new com= ‘mands can be issued to motors, solenoids and relays over a simple ewo-ire bus. Hard OEM's s ‘Hard Path’ > a — 2 8 3] standard ‘New 8] Industry CURTIS a Path System Easy : Level of Customization & & 2 ‘Tho systom colton from Curt offre increased lexity eS cease nen meine nena iinet SD SAA SE Sone. Se VCL flexes its muscles with Flash ‘The combination of VCL with Flash pro- srammable memory gives OEMS the flex- bilty to dynamically configure systems. Since Flash is rewrtable ROM that is ele- twcally erasable, quick system changes can be made electronically via VCI. commands This provides a level of accessibility never experienced before in vehicle design ~it allows OEMS to modify systems quickly and easily. Now system updates can be implemented at any eae, fom the initial configuration of a prototype, tothe final modification of the vehicle in the fl ‘Akey benefit of VCL and Flash is rapid prototyping In the time it takes 2 vehicle manufacturer to wire up a proto- type sytem, a VCL program ean be ere- ated to test, This VC. program can then be rapidly modified asa zeal of he experience with the prototype, drastically reducing time-to-market for new designs. In addition, since is easy to configure and modify a system with VCL, OEMs can defer the vehicle interconnect uni Inte in the development phase. 'VCL gives vehicle manufactares the capability to download software into generic components. Although industry Suppliers have been reluctant ro do this in the pat, this level of lexiily can be made available o OEMs for wo reasons: VCL has protected boundaries (iis structured to protect the core of the components and Flash programmable memory has become readily available to this indostry. Aleap to new design ‘Many CANbus connected systems already exist throughout the industrial EV indus- tay. The addition of CANOpen and VCL expand design opportunities even further ‘The Curtis solution gives companies access to new technologies. Ic fosters synergy between industry players and allows each company to focus on its core competen cies. Irenables the effective integration of complex systems and gives OFMs tools to efficiently customize systems. In the end, this translates to significant time and cost savings and increased reliability. Yet, more importantly, it gives OEMs what they want the unique feel and differentiation they deste.