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The monthly magazine for automotive electronics engineers

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IN THISISSUE

Page 2: Euro projectaims at automateddriving

Page 3: Continentalpicks AMS sensor

Page 4: Autonomousvehicle project inSingapore

Page 4: Masterclassexplores open versusproprietary software

Page 5: Sevcon andRisenbo form jointventure

Page 6: Testing EVpowertrains

2: E-ticketingon public transport

Page 20: Exploitingtelematics

Page 24: Productnews

Page 28: Contactdetails

Issue 02February 2014

In-vehicle wearable inte-gration is the latest trendin automotive, accordingto a report from ABI Re-search. This follows aspate of recent announce-ments: Harman’s adasGoogle Glass integration,Hyundai’s Blue LinkGlassware application,Mercedes’ Pebble smartwatch digital Drivestyleapplication, BMW’s i3EV Samsung GalaxyGear smart watch integra-tion, Nissan’s Nismo con-cept smart watchdisplaying biometric andvehicle diagnostics andperformance data, andInrix’s real-time trafficGoogle Glass demo app.Logically following inthe wake of in-vehiclesmartphone integration,wearable form-factorswill interface – directly orvia phones – with morethan 90% of vehiclesshipping globally in

Wearable tech tohit 90% of cars

2019, says the report.“With in-car infotain-ment becoming a keycustomer proposition, theautomotive industry is de-signing user interfacesboth offering a rich andconvenient experienceand guaranteeing safetyby preventing driver dis-traction,” said VP andpractice director, Do-minique Bonte. “Whilehead unit proximitytouchscreens, head updisplays and speechrecognition are now wellestablished, the quest fornext-generation automo-tive HMI is still on withgesture recognition, eyecontrol and augmentedreality edging closer toimplementation.”The use of wearables incars is controversial withmany governments dis-missing them for safetyreasons. Legislation ban-ning eyewear is already

prepared in several USstates and in the UK. Butjurisdiction seems to belacking as illustrated bycases dismissed ongrounds it could not beproven the device was ei-ther switched on or a dis-tracting application used.It is not the form-factorwhich should be banned,says the report, but usecases such as watchingvideos. Eyewear func-tioning as dash cams orfor displaying blind spotor collision safety alertswill contribute to saferdriving, not deter it.“Wearable form-factorsare being exploredbearing testimony to theautomotive industry’s ob-jective to keep up withconsumer electronics in-novation,” said Bonte.“But they also contributeto creating a seamlessdigital user experience inand outside vehicles.”

NEWS NEWS

Vehicle Electronics Vehicle Electronics, February 2014 February 2014, Page 3

Block diagram of the AS5162

Adaptive moves towards automated driving

Automotive supplierContinental is basing itsCPS series chassis heightsensor on the AS5162, amagnetic position sensorfrom Austria Microsys-tems (AMS).The AS5162, pairedwith a simple two-polemagnet, detects angulardisplacements as fine as0.09˚ over a full revolu-tion. Its non-contactingsemiconductor technol-ogy is immune to straymagnetic fields and, un-like optical or contactingposition sensors, it is un-affected by contaminantssuch as oil, grease or dirt.The CPS series is usedin active chassis controlsystems to measure theheight of a vehicle’s chas-sis relative to its wheels.Permitting a flexiblerange of configurations,the AS5162 can also beused in additional posi-tion sensing applicationssuch as headlight rangeand level controls, and forother angle measure-ments, for example incommercial vehicles suchas dump trucks.“Advanced active chas-sis control systems callfor very precise, accurateand fast measurement ofthe movement of thechassis,” said BerndGessner, vice-president

Continental picks AMSfor chassis control sensor

and general manager ofthe automotive businessunit at AMS. “This is aperfect application for theAS5162, a high-sensitiv-ity, low-noise positionsensor.”In a safety-critical sys-tem such as active chassiscontrol, the CPS series isrequired to comply withthe ISO26262 functionalsafety standard. This stan-dard requires vehiclemanufacturers to achievehigh levels of reliability,to analyse the effects ofthe failure modes of com-ponents and systems, andto take measures to guar-antee functional safety inthe event of a predictablefailure.

“AMS provides fullytraceable data to supportautomotive manufactur-ers’ functional safety de-sign practices, helping tominimise the effort re-quired to comply withISO26262,” said Gessner.An AEC-Q100 quali-fied device, the AS5162underpins Continental’s

ISO26262 compliance forits CPS series product be-cause of its low FIT (fail-ure in time) rate – ameasure of reliability de-fined by the standard. Thewafer fabrication pro-cesses of AMS also pro-vide for precise analysisof the device’s failuremodes.

Skywave has partneredwith Spaceteam to pro-vide fleet managementcommunications in Rus-sia’s most remote regions.Spaceteam, a providerof satellite navigation andtelematics-based tranportautomation products,worked with SkywaveMobile to deploy a sys-tem that incorporatesSkywave IDP satelliteterminals to ensure usersare always connectedwith their vehicles.“Navigation technolo-gies are relevant for manycommercial industries,including oil and gas,

mining and forestry man-agement,” said SvetlanaKhadonova, marketingdirector at Spaceteam.“Skywave terminals in-clude an integral Glonassreceiver, which allows theterminal to send positionreports as well as the typ-ical forms and text mes-sages. For us, Skywavetechnology meets the in-creasing demand forricher information in re-mote applications withoutthe added costs associatedwith continuous connec-tivity, regardless of vehi-cle location.”The system uses an op-

timisation algorithm thatautomatically switches tothe Isat Data Pro (IDP)satellite service if theGSM signal is lost over aperiod of time. This pro-vides seamless communi-cations at low costwithout sacrificing cover-age. The result is betterdata for managing busi-ness processes andperipheral equipment –including alarm buttons,fuel level sensors, ultra-sonic sensors and induc-tive sensors – andimprovements in passen-ger safety in inclementweather conditions.

Among the first to ben-efit from this technologyis the Regional StateOffice of Civil Defense,Fire & Emergency ofTomsk, which has incor-porated the system into itsfleet of vehicles.“Skywave terminals in-tegrated with Glonass andIsat Data Pro open a widerange of satellite monitor-ing and FMS applicationsfor commercial enter-prises conducting busi-ness in the polar circleand eastern Siberia,” saidSue Rutherford, directorof marketing for Sky-wave.

Partnership brings fleet monitoringto Russia’s most remote regions

Renault has unveiled the Next Two prototype, its vision of what anautonomous connected vehicle will look like in 2020.

Euro project aims at automated drivingThis month saw the startof the EuropeanAdaptiveresearch project inWolfs-burg, Germany, aimed atdeveloping automateddriving applications and

technologies for intelli-gent vehicles.The consortium of 29partners aims to achievebreakthrough advancesthat will lead to more effi-

cient and safe automateddriving.“This complex field ofresearch will not onlyutilise onboard sensors,but also cooperative ele-ments such as vehicle-to-vehicle and vehicle-to-infrastructure commu-nications,” said ProfessorJürgen Leohold, execu-tive director of Volkswa-gen Group Research.“Therefore, I am glad thatmost European automo-tive companies are coop-erating in this pre-competitive field to createnew solutions for auto-mated driving.”

Over the planned 42-month duration of Adap-tive, the partners willdevelop and test function-alities for cars and trucks,offering partially auto-mated and highly auto-mated driving onmotorways, in urban sce-narios and for close-dis-tance manoeuvres.The focus will be on co-operative interaction be-tween the driver and theautomated system byusing sensors and strate-gies in which the level ofautomation is dynami-cally adapted to the situa-tion and driver status.

NEWS

Page 4, February 2014 Vehicle Electronics Vehicle Electronics February 2014, Page 5

NEWS

Sevcon has entered ajoint-venture agreementwith a subsidiary of aChinese tier-one automo-tive supplier, RisenboTechnology, based inHubei Province, China.Sevcon designs and man-ufactures microprocessor-based controls for zeroemission electric and hy-brid vehicles.Operating as Sevcon(Hubei) New EnergyTechnology, the joint ven-ture company will sourcefrom Sevcon and willmarket and sell existingand future Sevcon prod-ucts for on-road electricand hybrid vehicle appli-cations principally to tier-one automotive suppliersin China.“Partnering withRisenbo is a unique

Sevcon and Risenbo formChinese joint venture

Matt Boyle: “China is one of our growth targets.”

Professor John McDermid

strategic opportunity forSevcon to gain greater ac-cess to the world’s largestelectric and hybrid vehi-cle market,” said Sevconpresident and CEO MattBoyle. “China has longbeen one of our most im-portant growth regions,driven by increasingproduct demand in ourtraditional off-road, in-

dustrial, construction andmining markets.”The agreement has re-ceived the approval of thegovernment authorities inChina. Under its terms,Sevcon and Risenbo eachwill own a 50% stake inthe joint venture, whichwill be led by a Sevcon-nominated chair. Subjectto the satisfaction of cer-

tain closing conditions,the joint-venture agree-ment is expected to be-come effective in the firstquarter of this year.“This joint venture willopen the door for Sevconto help China’s tier-oneautomotive suppliersmeet the country’s fast-growing demand for zeroemission scooters, motor-cycles, automobiles andcommercial vehicles, aswell as hybrid electric ve-hicles,” said Boyle.“Working with Risenbo, arespected supplier to theautomotive market inChina, will enable us toforge new customer rela-tionships in this cruciallyimportant geographicmarket far more rapidlyand efficiently than wecould on our own.”

There is good and bad inproprietary and opensource software, but howcan you decide which isbest for your application?Some of the answers tothis tricky question willbe given in a seminar atthis year’s EmbeddedMasterclass, which willform part of NationalElectronics Week (NEW)at the NEC in Birming-ham from 8 to 10 April2014.Embedded Masterclass,a dedicated engineeringdesign conference for theembedded community,will take place alongside

the NEW exhibition. Theconference will last forthe three days of theshow.The open-source versusproprietary seminar willbe presented by RobertDewar, co-founder andpresident of Adacore andemeritus professor ofcomputer science at NewYork University. Dewarhas been a major contrib-utor toAda throughout itsevolution and is a princi-pal architect ofAdacore’sGnat Ada technology.“One answer to thisquestion would be there isno difference between

open source software andproprietary softwarewhen it comes to usingit,” said Dewar. “Both areinstances of copyrightedsoftware sold with limiteduse licences.”He said although thatanswer was accurate,many people still wor-ried. The seminar will ex-plore these worries andtry to alleviate some ofthe fears people havewhen using both types ofsoftware. He will also ad-dress the question ofquality, pointing out thatthis cannot be guaranteedin either case.

“It’s buyer beware inboth cases,” he said.Bringing EmbeddedMasterclass and NEW to-gether aims to help dele-gates make best use oftheir time away from theoffice, giving a opportu-nity to learn and engagewith key industry expertsin one arena. The exhibi-tion will have a focussedEmbedded Zone and theseminar and workshopstheatres will be integratedinto this area giving dele-gates time to engage withsuppliers, view demoareas and discuss industryissues in one location.

Masterclass explores differences betweenproprietary and open-source software

A*Star’s Institute for In-focomm Research (I2R)and BYD, a Chinesecompany specialising inbattery technology, havesigned a joint agreementto develop electric vehi-cles with autonomous ve-hicle sensors.The joint laboratorywill use I2R’s expertise inintegrating autonomousvehicle (AV) technologiesand BYD’s electric vehi-cle capabilities to developdrive-by-wire systems onelectric cars using elec-tronic controls to activate

the brakes, control thesteering and operate othersystems in the vehicles.An autonomous vehiclefleet management systemcan dynamically allocateAV resources based onreal-time information orvehicle-location, routeand origin-destination in-formation.“I2R is very proud to

be able to attract BYD,one of China’s largestcompanies specialising inelectric vehicles, to investheavily in Singapore andjointly develop more than

100 electric cars with au-tonomous capabilities,”said Lee Shiang Long,executive director of I2R.“With I2R’s expertise inthe autonomous vehicletechnologies, coupledwith BYD’s vast experi-ence in electric vehiclesand strong support fromrelevant Singapore au-thorities, we hope to ben-efit the transport industryin Singapore and coun-tries all over the world.”As Singapore’s largestICM research institute,I2R will implement its

autonomous vehicle sen-sory system that collectsdata on AV intelligenceand fleet management inthese electric vehicles.This data will be usefulfor the AV robotic intelli-gence to learn situationalawareness in the contextof Singapore traffic rulesand to make intelligentjudgments based on pre-dicted responses. Thiscould enable the driver-less system to co-existseamlessly, predictablyand safely with human-driven vehicles.

Singapore venture to developautonomous vehicle technologies

Safety expert takes over at RapitaRapita Systems has appointedProfessor John McDermid as com-pany chairman. He succeeds Pro-fessor Alan Burns, who is steppingdown after ten years in the role.“I’m thrilled to have the opportu-nity to influence the future directionof this rapidly expanding company,which combines providing a valu-able verification solution to theaerospace and automotive marketswith innovation from the researchprojects in which they participate,”

said McDermid. “Furthermore, Ilook forward to maintaining themutually beneficial link betweenthe University of York and Rapita.”McDermid is a respected author-ity on high-integrity systems. Hehas been professor of software en-gineering at York University since1987, where he set up the high in-tegrity systems engineering re-search group in the Department ofComputer Science and was head ofthe department from 2006 to 2012.

TEST & MEASUREMENT TEST & MEASUREMENT

Vehicle ElectronicsPage 6, February 2014 Vehicle Electronics February 2014, Page 7

Kelvin HagebeukHafeez Najumudeen

PUT TO THE TEST

Hafeez Najumudeen and KelvinHagebeuk explore testing for thepowertrains of electric vehicles

This process involves the elec-trical signals in the power elec-tronics systems linked to thehigh-voltage battery and inverter,along with the physical parame-ters involved in the process ofelectrical to mechanical conver-sion. To obtain a total understand-ing of the overall systemperformance, these measurementsare typically linked with data fromthe powertrain management sys-tem transmitted over a vehicle se-rial bus network such as Can.Moreover, these electrical andmechanical tests have to be car-ried out simultaneously to arriveat an overall optimum, rather thanoptimising single components in-dividually.With today’s increased incorpo-

ration of power electronics andswitching devices in overall sys-tem design, there is a growingneed for accurate measurement ofboth the power behaviour of theapplied power electronics andother inter-related electrical andphysical parameters.To establish the types of measur-

ing equipment that are requiredfor testing power electronics sys-tems, it is useful to look at thevarious stages in the developmentof a power electronics product,which can be summarised as:

• architecture and design;• verification and prototyping; and• efficiency validation.

Architecture and designAt the architecture and designstage, the important areas to con-sider in the test process are thatthe system consists of a number ofindividual parts and includes char-

acteristics such as fast inverterswitching, high-frequency dy-namic behaviour, overshoot onpulses, and the need to trigger onindividual waveforms. Measure-ments of this type require an os-cilloscope (Fig. 2): ideally amixed-signal instrument withmultiple channels (eight is anideal number to view input andoutput signals in three-phase sys-tems).The oscilloscope provides auto-

mated measurement of power pa-rameters of voltage and currentwaveforms. These values can thenbe statistically processed and cal-culated to give peak, average androot-mean-square values, alongwith many other parameters suchas power factor and q factor.With a waveform-displaying

product such as an oscilloscope itcan seem easier to understandpower measurement as even stan-dard measuring features can beused to derive the value of activepower. However, the accuracy andrepeatability of the measurement

The powertrain lies at the heartof any hybrid or electric vehi-cle (Fig. 1), and its develop-

ment needs an understanding of therelationship and interactions be-tween a combination of constantlyvarying electrical signals and physi-cal parameters related to mechanicalperformance. To achieve this under-standing, a variety of measurementshave to be carried out as part of acomplete test cycle.

is very difficult to quantify. Per-haps 5 to 10% accuracy is achiev-able without daily calibration,which could be very useful at anearly stage of product develop-ment when it is not necessary tobe able to measure very small im-provements in the power effi-ciency of circuits or to presentresults that need to comply with astandard.

Verification and prototypingThe next stage is verification andprototyping. Fig. 3 shows thesame drive system with a numberof additional parameters andmeasurement points that are nec-essary to gain a deeper insightinto the overall application andthe interactions that can occur be-tween the various electrical, me-chanical and physical parametersinvolved. These might include in-puts from rotary encoders, sensoroutputs that require signal pro-cessing or linearisation, and de-rived electrical units such as realpower, energy used or RMS val-


Vehicle Electronics February 2014, Page 9Vehicle ElectronicsPage 8, February 2014

Fig. 1: The powertrain lies at the heart of any hybrid or electric vehicle

Fig. 2: Eight-channel, mixed-signal oscilloscope

Fig. 3: Test set up for powertrain drive system with a number ofadditional parameters and measurement points that are necessaryto gain a deeper insight into the overall application and theinteractions that can occur between the various electrical,mechanical and physical parameters involved

ues. A deeper insight into an ap-plication requires the measure-ment and analysis of acombination of electrical, me-chanical and physical signals and,in automotive applications, sig-

nals from buses such as Can andLin.These results then have to be

processed with various calcula-tions being carried out to producetrend displays, which in turn need

to be combined into a singlemeasurement overview fromwhich it will become possible tofind relationships and interactionsbetween different parts of thedrive system acting alongside one

another. For this type of measure-ment, providing a unique insightinto the dynamic behaviour of asystem, engineers are looking forinstruments combining the fea-tures of an oscilloscope and adata-acquisition recorder.Such instruments are known as

scopecorders, which can be usedto measure and analyse a wealthof signals in real time and therebyspeed up development and faultfinding (Fig. 4). As a portable dataacquisition recorder, it can captureand analyse both transient eventsand trends for long periods. Usingflexible modular inputs they cancombine measurements of electri-cal signals, physical parametersfrom sensors and Can and Lin se-rial buses, and can trigger on elec-trical power related and othercalculations in real time.By combining electrical and

physical measurements with Canor Lin bus data transmitted by thepowertrain management system,they provide a thorough insightinto the dynamic behaviour andthe efficiency of the electro-mechanical system. The result is aconsiderable saving of time com-pared with other approaches suchas analysis on a PC or the use ofother software, enabling R&D en-gineers to identify the correlationbetween communications datatransmitted over the vehicle busand analogue data such as voltage,temperature and sensor signals, orthe ECU’s control logic signals.

Efficiency validationThe final stage is efficiency vali-dation. For this stage, the key fac-tors that need to be tested arepower analysis, conversion effi-ciency, harmonics, and the battery

charge and discharge process. Fortests of this type, the instrument ofchoice is the power analyser, of-fering high precision, high accu-racy, high stability, and the abilityto carry out calibrated measure-ments. Instruments of this typecan perform efficiency tests bymeasuring the inputs and outputsof products such as inverters.They can also accurately meas-

ure highly distorted voltage orcurrent waveforms with high har-monic content up to the 500thorder of the fundamental fre-quency: something that is espe-cially important for measurementson new power conversion andpower electronics devices. Using

a dual harmonic measurementfunction makes it possible tomeasure simultaneously the har-monic content and perform har-monic analysis on two differentsources, such as the input and out-put of an inverter or a variable-speed motor drive. The normalpower parameters and harmonicdata are measured simultaneously,providing for faster and more ac-curate power analysis.For reliable and repeatable

power measurements it is there-fore vital to consider not only theaccuracy of the reading, based onthe results of a calibration per-formed at one time on one day,but also the stability and the preci-



Fig. 5: Precision power scope

sion of the instrument. Will themeter provide repeatable resultssix months or one year after thecalibration? For example, the cur-rent input shunts, which convertcurrent into voltage that can besampled by the meter, need to behighly stable over all the currentranges to enable consistent meas-urements to be made under allvalues of input current and at therated frequencies.

Hybrid instrumentsIn addition to the dedicated instru-ments described above, engineersand R&D professionals are also

looking for hybrid instrumentsthat can be used at all stages ofthe development cycle. When thepower consumed by the loadvaries – for example during thestart-up of a motor – it may benecessary to measure power atmuch shorter intervals. A specificrequirement is for a versatile in-strument to provide the time-based measurement functionalityof an oscilloscope combined withthe accuracy of a power analyser.Instruments such as precisionpower scopes (Fig. 5) provideusers with flexibility, accuracyand wide bandwidth, allowing

them to draw together the range ofpower readings needed to opti-mise the efficiency of boost cir-cuits and inverters – two keyelements in overall electric vehi-cle performance.Like a power meter, a precision

power scope is capable of accu-rately measuring steady-statepower and related variables, sincethey share the same input tech-niques and measurement princi-ples. However, as it also sharescharacteristics of oscilloscopesand scopecorders, it is capable ofcapturing and measuring thepower arbitrarily over any part of

the power waveform using startand stop cursors. This is particu-larly useful for examining tran-sient phenomena and in the designof periodically controlled equip-ment. The trigger functionalityhelps set various trigger condi-tions based on the analysis of thetransient phenomena to under-stand the behaviour of the systemunder test. Also, it offers the abil-ity to analyse cycle-by-cycletrends and high precision harmon-ics, making it suitable for the

measurement of transient effects.During the start-up phase of an

inverter and motor in an electricor hybrid car, for example, currentincreases can be analysed in eachcycle. And, when the load changesrapidly, the engineers can gain in-sights that will enable them to im-prove the control of the inverter.

ConclusionElectric vehicles, whether hybrid-electric or all-electric, presentchallenges at all stages of the de-

velopment process. This calls forthe use of new classes of test in-strument which, while based onfamiliar units such as oscillo-scopes, recorders and power me-ters, introduce new combinationsof features which make them par-ticularly suited to these chal-lenges. �

Hafeez Najumudeen andKelvin Hagebeuk are bothproduct marketing managersat Yokogawa

Fig. 4: Combined oscilloscope and a data-acquisition recorder

TRANSPORTATION TRANSPORTATION


How do you succeed inbuying the correct bus ortrain ticket these days?

Complicated user menus at ticketvending machines can often bafflethe most tech savvy users. Even inthe best-case scenario, purchasinga ticket from a vending machinetakes valuable time.When a passenger has finally

gotten their hands on the neces-sary piece of paper, the next ques-tion is whether the ticket needsvalidating before departure. Rulesvary from one place to another.Not having the correct change,complicated vending machinemenus and incomprehensible tar-iffs with zones, peak and off-peaktimes and strip tickets can easilyturn travellers willing to pay intoinvoluntary fair dodgers. The cur-rent paper-based ticketing systemis complicated and time consum-ing for the users of public trans-port; for the providers it isexpensive.

The future is electronicTo ease the situation, e-ticketingsystems are being rolled outacross many cities. The Germancapital Berlin, for instance, has al-ready installed e-ticketing formany routes. E-tickets make theticket buying process easier andfaster for passengers. Sometime inthe near future the entire travelchain – from trams, buses,coaches, underground, commuterand long-distance trains to planes– will be covered by a singlemedium. It will then be possible

JUST THETICKET

Is e-ticketing the future forpublic transport?



to travel with all types of transportand providers without having tothink about fare zones or battlingwith ticket machines. Customercomfort increases.

Check-in, check-outWith the purchase of an e-ticket,the passenger is in possession of apermanent ticket. Upon boarding,the passenger swipes this e-ticketover a validator, which registersthe boarding station. When gettingoff, the e-ticket is again swipedover the validator to register thedestination stop. The passenger isbilled for the distance travelled.It is up to the respective trans-

port provider to decide whetherpayment is taken automaticallyfrom a pre-loaded card or in-voiced. The traveller can rest as-sured that he or she is always in

possession of a valid ticket andwill only pay for the distance trav-elled. The e-ticket replaces theflat-rate tariff system with onebased on actual usage. The con-tactless validation of an e-ticketmakes boarding a bus or trainmuch faster than when the ticketneeds to be inserted into a validat-ing machine.

Transport providersA contactless ticketing systembenefits both passengers andtransport providers. The transportcompany gets accurate statisticson the number of passengers ateach stop and can tailor its serv-ices to the demand. The analysispoints to potential savings whileimproving the service at peaktimes. Stops get shorter becauseboarding is faster. The contactless

system is also immune to tamper-ing attempts. There is less risk ofvandalism because there are noslots to stick chewing gum into,for instance. The few e-ticketvending machines that are stillnecessary can be stationed in cen-tral, well-monitored sites.The transport companies save

money and increase their revenuesbecause the need to mail monthlytickets or print paper tickets disap-pears. With less vending machinesand easier cash logistics, mainte-nance and repair costs also de-crease. The number of faredodgers is likely to decline.One such system is the IVU Val-

idator, an electronic ticket validat-ing machine developed andmanufactured by MCS MicronicComputer Systeme on behalf ofits customer IVU Traffic Tech-

Fig. 1: The e-ticketing validator by IVU Traffic Technologies enables contactless payment

nologies. A project of the Associa-tion of German Public TransportProviders (VDV, Verband derDeutschen Verkehrsunternehmen),the e-ticketing system enables au-tomatic, cash-free and contactlesspayment that is valid across allparticipating transport providers.The intelligence behind the val-idator is provided by the Conga-QA/Z510-1G com module fromCongatec.The contactless ticket concept

with the validator is already inter-nationally successful. In Colom-bia, for example, approximately600 buses are equipped with theequipment.

No contact requiredThe e-ticket includes RFID andcommunicates contact free over adistance of up to four centimetresfrom the validator. The technical

concept of the VDV core applica-tion provides cryptographic meth-ods to verify mutual authenticity.Ticket and validator can be surethat the received data are validand the source of the data is au-thentic.While it was easy to forge a

paper ticket, an e-ticket is muchmore secure. The e-ticket withRFID has a systemic advantagecompared with a magnetic stripeor chip: dirty contacts or wornmagnetic stripes simply do notexist. Because the communica-tions are contactless, it also worksin dirty, grimy environments.Since the contact-free technologyis hygienic and the equipment

easy to clean, there are plans toextend the e-ticketing system toinclude services related to travel,such as parking garages, car-shar-ing pools or even food outlets attrain stations.

Industrial strengthThe validator controls the publictransport entry and exit points.Cryptography enables it to com-municate securely with the RFIDof the e-ticket, record account de-tails and forward them. An op-tional touch screen withbrightness sensors adjusts to light-ing conditions making it easy toread at any time; even the cardreader antenna is illuminated.

Fig. 2: Q Sevencomputer-on-moduleconcept with carrierboard and computermodule



The methods for buying train tickets vary from country to country

Fig. 3: Conga-QA Q Seven computer-on-module with Intel Atom Z530 processor

The validator supportsISO14443 (A/B) contactless smartcards and NFC devices accordingto ISO/IEC 18092. It can alsoscan and check tickets with bar-codes (1d/2d). GPS provides in-formation about the location,while the validator itself commu-nicates via UMTS. All these fea-tures require computing power.

More ideas and requirements arelikely to be added in the future.At the same time the system is

designed for low-power consump-tion, because it feeds off the vehi-cle battery when installed.Therefore, precautions againstvoltage dips, transients and otherdisturbances have been built in.Because the validator is installed

on board the vehicle, it has a me-chanically robust design that isshock, vibration and vandal proofand specified for the extended au-tomotive temperature range.

PartnersIVU Traffic Technologies is alarge software company whosecore competence lies in the devel-

opment of IT products for publicpassenger and freight transportand transport logistics. Its 350employees from 15 nations ateight locations design software,develop concepts, implement sys-tems, streamline operations andadvise more than 500 customers.The e-ticketing system required apowerful device, so IVU TrafficTechnologies went looking for apartner with experience in the de-velopment and manufacturing ofdevices that are suitable for instal-lation on-board vehicles.Since 1977, MCS has been de-

veloping and producing cus-tomised high-tech devices such asmachine control and payment sys-tems, GPS modules, printers andmodems that are subject to ex-

traordinarily harsh requirementsin outdoor use.MCS received the ISO 9001-

certificate supplement from theGerman Federal Motor Vehicle &Transport Authority (KBA, Kraft-fahrt Bundesamt) for hardwareand software development, pro-duction, sales and service ofequipment and components in theareas of self-service terminals,machine control and metrology.This KBA certification allowsMCS to build devices for use invehicles. MCS also has the re-quired bus and rail expertise. On-board electrical systems in suchvehicles are prone to numerousfaults, transients and spikes, factsthat need to be accounted for inunit sizing. Since MCS also has

experience in the developmentand manufacturing of contactlesspayment systems, it was a perfectfit for IVU’s requirements.MCS assumed full product re-

sponsibility for the developmentof the validator, including devel-opment, specification, design,construction, mould, hardwareand software development, proto-typing, pre-production and seriesproduction. It made sure that alldesigns were economical to pro-duce and qualitatively feasible. Itsin-house production facilitieswere another plus point comparedto a pure development partner.The result is a validator that isEMC proof, shock and vibrationresistant and compliant with in-dustry standards. Inside the alu-



minium and plastic housing sitsthe Conga-QA/Z510-1G module,which provides the necessarycomputing power.

Benefits of comThe VDV technical concept andspecifications require a flexibleand secure method for an interop-erable, modern ticketing systemthat is also capable of handlingyet unknown future requirements.For this very reason, MCS choseto base the validator on com tech-nology. The strength of the comconcept lies precisely in its flexi-bility for future developments.Com is a standard for which manymanufacturers offer processormodules. As long as only the stan-dard properties are used within a

com form factor, the product isvendor independent and any mod-ule of the form factor can be used.A com module contains the

processor with the necessary pe-ripherals and supplies. It is effec-tively a complete computer. Themodule is mounted onto a customcarrier board, which houses all ap-plication-specific properties. Thecombination of module and car-rier board yields an application-specific device with the latestcomputing power. The crucialknow-how remains in-house.Com manufacturers such as

Congatec have specialised in thedevelopment and production ofthese off-the-shelf, pre-configuredmodules. MCS opted for theQA/Z510-1G, based on the x86

Atom platform, because of its lowpower consumption and moderatecosts. Another factor was thephysical dimension of the module,because space inside the validatoris limited.

ScalabilityAnother advantage of the comconcept is its scalability. Withinan application the need for com-puting power can vary. The mar-ket offers compatible coms with avariety of processors that all workon the same carrier board. Thismakes it possible to select the op-timum module within a productfamily from a price-performancestandpoint. This is exactly whythe validator won a project inSwitzerland. The Swiss project re-

quired higher graphics perform-ance and larger memory configu-ration for successfulimplementation. The validatornormally uses Congatec’sQA/Z510 module; however, byexchanging it with the QA/Z530,a module with higher perform-ance, the validator won the busi-ness.“In addition to the price-perfor-

mance ratio, the most importantfeatures for us were the scalabilityof the CPU power and the op-tional onboard IDE SSD with8Gbyte,” said Reinhold Mühlich,managing director of MCS. “Themodule with the Intel Atom Z500processor impressed us with itslow power consumption and smallphysical dimensions. Space andbattery capacity in the vehiclewere our limiting factors.”The more powerful product was

presented much earlier than thecompeting product. By using thecom concept, MCS can developcustomer products more quicklythan would be possible with sepa-rate processor developments. Newdevices are created by combininga proprietary carrier board with aprocessor generation that is appro-priate for the application. Thisusually requires only minor ad-justments.

Partnership is keyFor six years, MCS has beenworking with Congatec and usingits coms for demanding customerapplications. The collaborationhas developed into a trusted part-nership with close technical andcommercial support. Although themodules themselves are standard-ised, successful implementationdepends on details such as the

supplied firmware, software, oper-ating system modifications and/ordesign support. All modules comepre-integrated with many stan-dards and real-time operating sys-tems and include all necessaryperipheral drivers.“We know the technical special-

ists at Congatec personally,” saidMühlich. “They always help uspromptly and competently. We arephysically close. Congatec’s prod-ucts are of very high quality andcompetitively priced. We can passthese benefits on to our cus-tomers.”

ConclusionUsing public transport will be-come much easier in the futurethanks to e-ticketing and transportproviders will be able to be moreprofitable. An important compo-nent of e-ticketing is the validator.The deliberate and consistent con-centration of all partners on theirown strengths plus a future-proofcom concept, which provides scal-able CPU performance, safe-guards against discontinuation andguarantees long-term moduleavailability, opens the door to fu-ture success. �Urban public transport will become much easier in the future

Reinhold Mühlich: “They help us promptly and competently.”

TELEMATICS TELEMATICS


The joys of the open road.The wind in your hair. Justyou and some kicking

sounds on the stereo. Although it’snot just you is it? And I don’tmean the screaming kids in theback and an exasperated partnersitting next to you, fiddling withthe climate control.Increasingly we’re now accom-

panied on our travels by a littleblack box, or even our own smart-phones masquerading as littleblack boxes, betraying our drivingstyle and habits back to some un-seen data warehouse.Welcome then to your new co-

driver: telematics. No longer justa techno nerd’s laboratory experi-ment, telematics – simply definedas the use of wireless devices totransmit data in real time back toan organisation – is becoming bigbusiness in the motor industry,and has the potential to transformabsolutely the entire insurancebusiness across almost every per-sonal and commercial line.

All switchingBy 2017, that’s just three yearsaway folks, it’s estimated thatmore than 60% of the world’s ve-hicles will be connected, activelymonitoring the safety and securityof vehicles and drivers. Researchfrom Gocompare expects that, by2017, 57% of all UK drivers willswitch to a telematics-based carinsurance policy. Quite a journeythen from its roots, whichstemmed from the late 1990swhen Progressive Corporation inthe USA became the first majorinsurance company to implementa usage based insurance product.It was following the demand forthese products that they became

From motors to beyond

Jim Sadler explains howthe insurance companiesare exploiting the growthin telematics

Jim Sadler

involved in the development oftelematics systems.Whereas much of the develop-

ment has been around usage basedsystems, such as how many kilo-metres you drive, and then payingaccordingly, telematics devicesare now far more detailed in theinformation they provide when itcomes to the driving behaviour ofan insured including the times ofday or travel, location, speed andacceleration. In a way, this is riskthat can be modelled to the nth de-gree. Your insurer now knowseverything about your drivinghabits. They’re not relying on ac-tuary’s interpretation of how a 35year old with 15 years’ experiencemight handle a six-year-oldPorsche Boxster 3.4 S. They know(so no more hand break turns ordoughnuts in the supermarket carpark I’m afraid). And the EUmight have removed the opportu-nity to discriminate by genderwhen pricing a motor policy, butwhy should insurers be bothered?

TELEMATICSTELEMATICS


Not when they now have access toinformation that is far more in-sightful than the statistical broadbrush of yesteryear.

Flash for cashFor early adopters of telematicstechnology, there are real rewardsout there. Profitable growth hasbeen difficult in recent yearsgiven the competition resultingfrom price comparison sites, andan avalanche of fraud – crash forcash and now even flash for cash– coupled with steep claims infla-tion. The ability then to use telem-atics and profitably tap into amarket where 92% of drivers arereported to believe that their pre-miums should largely be based onthe way they drive should be veryattractive.

Very exciting, but why stop atmotors? Why should telematics belimited to the motor businesswhen it comes to developing in-surance policies that truly reflectthe actual risk – not simply an ac-tuary’s perception of risk (andsorry, I don’t mean to keep havinga pop at actuaries). The life sectorfor one could benefit; how aboutan app that measures your vitalsigns such as blood pressure, heartrate and overall physical health inreal time and feeds informationcontinually back to your insurer.The Quantified Self Movement isalready pioneering the use and de-velopment of self-tracking toolsthat help people make sense oftheir personal data. Fitter than theaverage 40 year old? Then telem-atics could be for you in securing

lower premiums.Commercial lines such as prop-

erty could also benefit. Whatabout smart buildings that are ableto relay real-time informationabout their operation? If a windowis left open overnight perhaps,that information could be relayedas a security risk back to theowner so it doesn’t happen again,but premiums could also be ad-justed to reflect the changing riskprofile.We’ll surely see the end of the

annual renewals process. Insur-ance will be consumed and boughtand paid for in a real-time fashion.This is great news. The insurerand brokers now have an opportu-nity to have an ongoing relation-ship with their insureds thatdoesn’t just come alive once ayear or when a claim happens butevolves into a real and continuousrisk management dialogue.

ConclusionThe insurance business reallydoes have an opportunity to trans-form absolutely the way it doesbusiness from the pricing of riskright through to claims handlingand day-to-day communicationswith its clients. Of course, there isa price to pay. It was Greta Garbowho pleaded: “I want to bealone.” Well, good luck to that as-piration in an electronically con-nected world where your everymove can be monitored and as-sessed. But if it leads to a morerelevant insurance product and acheaper one for many, then I’msure it’s a price that most will bewilling to pay. �

Jim Sadler is chief informationofficer at Xchanging

Greta Garbo wanted to be alone

Stolen vehicle recovery(SVR) and fleet telematicscompany Tracker has been

acquired by Lysanda from theDirect Line Group; Lysanda is atelematics technology providerfor fleet, insurance and OEMmarkets.The acquisition should let

Tracker grow its SVR serviceswhile expanding its fleet and in-surance technology offering.Tracker has installed more than amillion of its SVR and fleettelematics units during its 20years in business.“In 2013 we outperformed our

growth targets in all of our mar-kets, despite the fairly intenseprocess of managing the sale ofthe business so we are understand-ably looking forward to focusingon the opportunities presented bycombining the technologies andbusiness operations of both com-panies which can only serve toaccelerate our development,” saidStephen Doran, managing directorof Tracker.Lysanda is an automotive spe-

cialist in duty of care, driver be-haviour and fuel managementproducts based on a blend of GPSand data from the vehicle’s OBDport. This acquisition provides aplatform for Tracker’s plans toexpand its services in Europe;most of Lysanda’s revenue comesfrom outside the UK.“Tracker has tremendous depth

and experience in managing a

Lysanda acquires Tracker intelematics consolidation

very large, real-time customerbase and has a highly complemen-tary product range that Lysandacan leverage, combining VHF andGPS-based technologies,” saidCédriane de Boucaud, CEO ofLysanda. “Our customers wantboth in-production and after-market solutions and Tracker isvery experienced in delivering toboth the business and consumermarket places.”The combined companies intend

to establish Tantalum Corporation.Over the coming months, they

will be developing joint plans andlooking at the combined targetoperating model, supported byDisruptive Capital Finance.

“The acquisition of Tracker byLysanda very importantly allowsus to become an independent serv-ice to the insurance market,”added Doran. “It also provides theinvestment capital we need to takeour business forward and achievenew levels of success, bringingour customers a growing range ofservices to meet their ever chang-ing needs.”

PRODUCTS

Vehicle Electronics Vehicle ElectronicsPage 24, February 2014 February 2014, Page 25

Chip helps find positionwhen satellite signal fades

PRODUCTS

A series of high-voltagemultilayer ceramic chipcapacitors has been addedto AVX’s automotiveproduct line. Qualified toAEC-Q200 and availablein chip sizes from 1206 to2220, the X7R MLCCsare rated for voltagesspanning 630 to 3000Vand capacitances from100pF to 0.15µF.With low ESR and

Flexiterm terminations toimprove mechanical reli-ability, they are for use in

high-voltage automotiveelectronics in standardand hybrid electric vehi-cles, especially as snub-bers, resonators, filtersand DC blocking caps inhigh-voltage multipliers,high-frequency powerconverters and switchmode power supplies.“Our new high-voltage

automotive MLCCs notonly satisfy high-voltagesystems design engineers’desire for small, highvalue, low leakage capac-

itors, but also exhibit lowESR and enhanced me-chanical reliability, pro-viding them with a broadrange of high-reliability,application-specific solu-tions,” said MarkObuszewski, businessmanager at AVX.Rated for operating

temperatures from -55 to+125˚C, they are com-mercially available in sixvoltages – 630, 1000,1500, 2000, 2500 and3000V – and five chip

sizes – 1206, 1210, 1808,1812, 1825 and 2220;nonstandard chip sizesare available on request.There are two RoHS-

compliant termination op-tions: plated Ni/Sn andFlexiterm; the latter re-sists mechanical stress byallowing for more thantwice as much board flex-ure as standard termina-tions.The devices are com-

patible with Spicap 3.0Spice software.

Semiconductor technol-ogy dedicated toadvanced in-dash naviga-tion, emergency call,usage-based insurance,road-pricing and stolenvehicle recovery systemsis available from U-Blox.The UBX-M8030-Kx-

DR chip integrates 3D au-tomotive dead reckoning(3D ADR) technology,which lets it calculate avehicle’s position, speedand elevation in areas ofpoor or no satellite visi-bility, common in urbanenvironments, stackedhighways or multi-storeycar parks.“Drivers expect car

navigation systems to befast, accurate and workeverywhere, regardless ofsatellite visibility,” saidThomas Nigg, VP ofproduct marketing at U-Blox. “As cities expand,

construction of more tun-nels, multi-level over-passes and park garages isincreasing.“Our solution meets this

challenge head-on; re-gardless of satellite visi-bility, our 3D ADR chipshows movement in threedimensions to maintaincontinuous and accuratepositioning in tunnels,stacked highways, multi-level or underground

parking facilities.”The technology aids tra-

ditional GNSS navigationsystems such as GPS,Glonass and Beidou byblending them with indi-vidual wheel speed, gyro-scope and accelerometerinformation to maintainaccurate 3D positioningeven when satellite sig-nals are completely lost.The chip is self-cali-

brating to compensate for

sensor aging and temper-ature effects. It is compat-ible with virtually allvehicles and drive trains(front-, rear-, all-wheeldrive), and supports vari-ous sensor combinations.Sensor information canbe derived from the vehi-cle’s sensors for the mostcost-efficient implemen-tation, or from externalsensors for aftermarketset-ups. The chip isAEC-Q100 qualified and isproduced in ISO/TSAutomotive certified pro-duction sites.Installation is uncritical

thanks to automated soft-ware calibration. 3DADR is accurate even atlow speeds.It comes in a 40-pin

QFN package measuring5 by 5mm and includesI2C, SPI, uart and USBinterfaces.

Chip capacitors meet AEC-Q200

Miniature pressure sensoreliminates zero shiftsAminiature pressure sen-sor with Sanshift technol-ogy eliminates zero shiftscaused by installationtorque. Introduced byMeasurement Specialties,the rugged XP5 is for usein environments involv-ing measurements in cor-rosive liquids and gases,as found in automotive,military and aerospaceapplications, as well asfor rugged onboardequipment monitoring.The body and flush di-

aphragm are constructedof titanium and are laserwelded for increaseddurability.A temperature-compen-

sated Wheatstone bridge

with high stability micro-machined silicon straingauges makes up the coresensing technology of thesensor. This lets the userselect various levels de-pending on available op-tions.It can be used in static

and dynamic applica-tions, and is available inabsolute, sealed andgauge configurationsfrom 1 to 70bar, with asealed format availableup to 350bar.Options, including an

onboard amplifier forranges from 5 to 350baras well as a custom tem-perature probe for allranges, provide design

flexibility and sensor cus-tomisation to fit require-ments.The IP50-rated unit

conforms to EN61010-1, EN50081-1 andEN50082-1. Frequencyresponse in a non-ampli-fied model ranges from108 to 700kHz. IP67 and

IP68 versions are avail-able on request.Linearity to ±0.25%

FSO is from 5 to 350barand to ±0.5% FSO forlower ranges. Operatingtemperature is from -40 to+120˚C and compensatedtemperature from 0 to+60˚C.

Power regulator delivers 94.6% peak efficiencyClaimed to be the indus-try’s smallest 12V,750mA DC-DC powerregulator, the SimpleSwitcher from Texas In-

struments is aimed at con-sumer, industrial and au-tomotive markets.Available in a 2.56mm2

package, the LMR22007switching regulator has alow-current mode tomaintain efficiency underlight-load conditions.Control architecture

provides fast transient

performance and regula-tion under varying inputand output conditions.It delivers up to 750mA

of continuous load cur-rent with the addition ofan adjustable input cur-rent limit, which protectsthe source supply duringstart-up by preventing ex-cessive inrush currents. A

complete 12V, Vin toVout power supply designmeasures less than30mm2 with as few asthree external compo-nents.The device operates

over a 2.7 to 20V inputvoltage range and deliv-ers an output voltagefrom 0.9 to 5.5V.

PRODUCTS

Vehicle ElectronicsPage 26, February 2014

PRODUCTS

Vehicle Electronics February 2014, Page 27

Inductors aid LED lighting circuitsThe first devices in a se-ries of composite-coupledinductors have been intro-duced by Vishay In-tertechnology. Built onthe company’s IHLPtechnology, they are foruse in sepic DC-DC con-

verters, and other applica-tions.Available in the 4040

case size, the Dale IHCLdevices have two induc-tors in the same packagewith magnetic couplingof more than 90% and

high-temperature per-formance to +155˚C.There are eight induc-tance values from 2.2 to47µH.With a frequency range

up to 5.0MHz, the de-vices suit sepic convertercircuits in automotiveLED lighting. By inte-grating two inductors inone 10.16 by 10.67mmpackage with a 4.0mmprofile, the devicesshould let engineers de-sign more compact, ro-bust, and efficient sepicconverter circuits while

lowering costs. They canalso be used for commonmode applications.The inductors handle

high transient currentspikes without hard satu-ration.Packaged in an RoHS-

compliant, 100% lead-free shielded, compositeconstruction that reducesbuzz noise, the devicesare specified for an oper-ating range of -55 to+155˚C, with resistanceto thermal shock, mois-ture, mechanical shockand vibration.

Samples of a low standbycurrent regulator for auto-motive applications witha 5V microcontroller willstart shipping this month.The TB9021FNG fromToshiba is fabricatedusing a low-power-consumption, fine pitchBiCD process, whichhelps reduce standby cur-rent to typically 30µA.The part integrates the

power output transistorand condenser to reduceexternal ICs.Output voltage is 5V

±0.1V and output currentcapability is 200mA;current limiter is 300mAtypical. Voltage differ-ence between in and out

is up to 0.25V.Detection circuits guard

against over temperaturefor the IC, over current,and against the reverseconnection of Vcc andground. Under-voltagedetection is selectable at4.2 or 4.7V typical.Holding time for

power-on reset is ad-justable by the value of anexternal condenser. Oper-ating and holding can bechanged by the watchdogtimer select terminal.Operating temperature

range is -40 to +125˚Cand it comes in an htssop-16 package measuring 5by 4.4mm with a 0.65mmpitch.

Regulator reducesstandby current

140V buck converter

To help car makers andtheir suppliers complywith fuel efficiency andemissions requirements,Freescale Semiconductorhas announced theMC33816 programmablesolenoid controller forpetrol and diesel directfuel injection engines.The flexible architectureis also applicable for driv-ing dual clutch transmis-sions, as well as precisionsolenoids in factory au-tomation.The device embeds in-

telligence with four inte-grated µCores, enablingfour parallel tasks to runindependently of the mainsystem microcontroller.The result is a claimed re-sponse time up to 16times faster than tradi-tional architectures,thereby improving engineefficiency with precisefuel delivery that reducesunnecessary fuel use.The device can be inte-

grated into most enginesystems, including petrol,diesel, flex-fuel andLNG, regardless of thenumber of cylinders.“Increasingly stringent

fuel efficiency standardsrequire highly advancedanalogue technologiessuch as the intelligentMC33816 device,” said

Solenoid controller helps carmakers boost fuel efficiency

James Bates, senior vicepresident and generalmanager for Freescale’sanalogue and sensorsbusiness.“This new programma-

ble solenoid controllercan help automotiveOEMs and their suppliersmeet efficiency andemissions goals, whileproviding a reliable,high-performance systemthat supports advanceddiagnostic functionality,faster response timesand optimal programma-bility.”The controller addition-

ally provides embeddedencryption and microc-ode protection to inhibitreverse engineering andhelp safeguard system

IP and software.Other features include:

9 to 32V continuous sup-ply, 5.5 to 58V transient;up to 72V pre-driver op-erating range; precisionpeak and hold drive capa-

bility; integrated DC-DCboost converter controlcircuitry; choice of fourprogrammable slew ratesfrom 12.5 to 300V/µs;and 10 by 10mm 64-pinLQFP-EP package.

A 140V input-capablehigh efficiency buck con-verter can deliver up to250mA of continuousoutput current.The LTC3638 from

Linear Technology oper-ates from an input rangeof 4 to 140V, making itsuitable for telecoms, in-dustrial, avionic and auto-motive applications.It uses internal synchro-

nous rectification and a

programmable hysteretic-mode design to optimiseefficiency over a broadrange of output currents.Efficiency is up to 88%

and it requires 12µA ofquiescent current. A user-programmable outputcurrent limit can be setfrom 20 to 250mA. It canbe programmed withfixed outputs of 1.8, 3.3or 5V or a resistor dividercan programme outputs.

Rtos support extendedWittenstein High Integrity Systems hasextended its Safertos real-time operatingsystem to support the 32bit RX631 andRX63N microcontrollers from Renesas.Safertos is an IEC 61508 Sil three

safety-certified rtos for safety-criticalapplications. Using few resources, it isaimed at the industrial, medical andtransportation sectors, and supplied witha design assurance pack, supporting cer-tification for a wide range of interna-tional design standards.Renesas has developed a functional

safety software package for use with the

RX631 and RX63N that can be inte-grated with Safertos. This provides di-agnostic software for the RX CPU coreand its internal memory. A safety man-ual is also supplied, detailing how to usethe microcontrollers within a safety-crit-ical development.“Using Safertos on a microcontroller

supported by a functional safety soft-ware package results in an embeddedplatform designed to meet the stringentrequirements of IEC 61508 Sil three,”said Andrew Longhurst, engineeringmanager at Wittenstein.

Vehicle ElectronicsPage 28, February 2014

PRODUCTS

Editor and Publisher:Steve [email protected]

Advertising Manager:Jayne [email protected]

Web Site Manager:Martin [email protected]

Published by: Vehicle Electronics Magazine,72 Westwood Road, Nottingham NG2 4FS, UK

Web site: vehicle-electronics.biz

© 2014 Vehicle ElectronicsISSN applied for

Vehicle Electronics is available to readers world-wide. It will be published approximately twelvetimes a year in a digital-only format. All rights re-served. No part of Vehicle Electronics may be re-porduced or transmitted in any form or by anymeans, electronic or mechanical, including photo-copying or recording on any information storagesystem, without the written consent of the pub-lisher. The publisher cannot be held responsiblefor loss or damge to unsolicited press releases orphotographs. Views of contributors and advertis-ers do not necessarily refelect the policy ofVehicle Electronics or those of the publisher.

A rugged PCI/104-Ex-press single board com-puter (SBC) based onIntel’s dual-core CedarTrail N2800 CPU is foruse in harsh applicationsincluding industrial, on-vehicle and military envi-ronments.With a speed of

1.86GHz and dual-corehyper-threading technol-ogy that enables applica-tions to run in parallel,the Atlas SBC from Dia-mond Systems combinesIntelAtom CPU perform-ance, on-board IO andconduction cooling.Available IO includes

USB 2.0, RS232, 422 and485, Gigabit Ethernet,Sata, and digital IO. IOexpansion is via PCI-104,PCIe/104, PCI/104-Ex-press and PCIe MinicardIO modules.The high-speed expan-

SBC suits on-vehicle applications

sion connector supportsmost PCIe/104 IO mod-ules. This design helpskeep the cost low whileincreasing the PCB areaavailable for other IO fea-tures.Thanks to a dual-use

PCIe Minicard and mSatasocket, the board can ac-commodate newer IOmodules in the PCIeMinicard form factor fea-turing Wifi, Ethernet,analogue IO, digital IOand Can. These modules

provide expandabilitywithout increasing theheight of the system. Forrugged applications,mSata disk modules up to64Gbyte are available inSLC and MLC technolo-gies and with wide tem-perature operation.The board runs Linux,

Windows EmbeddedStandard 7 and WindowsEmbedded CE operatingsystems. A Linux soft-ware development kit isavailable with bootable

images and drivers lettingengineers start a designproject out of the box.From an operating tem-

perature of -40 to +75˚Cand on-board DDR3sdram to an integratedconduction cooling heatspreader and a high toler-ance for shock and vibra-tion, the board suits harshenvironments. The bot-tom-mounted heatspreader provides amounting platform for theboard, reduces case inte-rior temperatures for im-proved reliability, andsimplifies the installationof IO modules and cablesby eliminating interfer-ence from heat sinks.Two models are avail-

able. The ATLN2800-4Ghas 4Gbyte of on-boardram and the ATLN2800-2G has 2Gbyte of on-board ram.

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