Operator panels take all you’ve got In the world of equipment control, tasks are becom- ing ever more complex, which has a lot to do with the growing popularity of CAN bus in mobile con- struction, agricultural, and industrial equipment. With transmission speeds from 100 kB/s to 1 MB/s with high data integrity, CAN bus allows easy control and monitor of machines, equipment racks, and at- tached ancillary equipment. To enable vehicle operators to see a clear display of the data transmitted on the bus, Wachendorff has developed the OPUS A1 and A2 operator panels. Using a TFT (thin fi lm transistor) display and function keys, all the relevant data for the machine compo- Compact operator panels from Wachendorff work Easy to operate with a multitude of possible applications, with CAN bus to allow agricultural modern tractors and other off-highway for fast programming, equipment rely on rugged operator panels. production data acquisition, and data processing is via a 16-bit Siemens processor with visualization of data. technical innovations a clock speed of 20 MHz. Internal memory is available (All images courtesy of Wachendorff.) in the form of 1 MB fl ash for BIOS, 4 MB fl ash for project data, and 512 kB SRAM and 32 kB EEPROM. The portable SD (secure digital) memory cards elim- inate the need to write to the operator panel’s ROM chip via software and a PC, as the update can be car- ried out in the fi eld. The capacity of the memory card depends on the user profi le, including GPS position data, operating time, and parameters specifi c to the unit such as sensor data, which all can be stored on the card at intervals defi ned by the user. The memory cards allow data to be available at any time for use in a PC, either on the shop fl oor or in the offi ce, for maintenance purposes, or for optimizing the installa- tion. The device can also send and receive in the tradi- tional manner via two CAN bus’ and one serial port. Seven user-programmable function keys and a rotary actuator with 30 increments per turn and The user-programmable operator panel OPUS A2 permits push-to-enter functionality simplify menu selection the driver to select the user-interface best suited to the for the driver. Switching the screen display is quick, current operating situation. By replacing many individual as is changing the data by means of a push button. instruments with just the one operator panel, the stock level of individual parts is reduced. Microsoft Windows-based programming software enables user interfaces and software to be created nents and ancillary equipment can be quickly visual- and adapted quickly and securely, without any spe- ized and changed if required. At the same time, these cialized knowledge being necessary. operator panels are tough enough to withstand me- The supply voltage can lie anywhere in the range chanical, electrical, and chemical effects that they are of 8 to 60 V dc. The maximum current consumption subjected to in operation. The modular construction of is 1 A, and the quiescent current remains below 100 the user interface enhances the ease of operation. µA. If the supply is interrupted, such as when the Wachendorff operator panels are equipped with a vehicle’s battery is being exchanged, then a capacitor tactile-touch keyboard and backlit keys, and protected backs up the real-time clock for up to two weeks. to IP65 against liquids and dirt. The compact devices The operator panel is designed for rugged mobile feature a 5.6-in screen, measure 229 x 160 x 70 mm use, tolerating temperatures from -25 to +65°C (-13 (9 x 6 x 3 in), and can be equipped with either a TFT to +149°F). The IP65 protection level, the vibration color or an STN (supertwist nematic) grey scale display, and shock resistance, and levels of EMC (electromag- each with a resolution of 320 x 240 pixels. Internal netic compatibility) and ESD (electrostatic discharge 6 SAE OHE October 2005 510TI(6-19).indd 6 9/27/05 12:55:47 PM control) compatibility (air discharge 15 kV) all contribute to device can copy its own project; other customized layouts can allow the panel to meet the requirements for such rugged en- quickly be implemented if required. In addition to the standard vironments. models, Wachendorff can design and manufacture operator In addition to the standard version, the operator panel is panels that are specifi c to any OEM’s cabin design and instru- also available as an optional ISO-11783-6 Virtual Terminal type, mentation environment. onto which a specifi c job computer on the vehicle or attached Jean L. Broge Upgraded digs for new diesels Detroit Diesel and Freightliner offi cials recently outlined how duction engines—Series 60, MBE 900, and MBE 4000—as well 2 2 technical innovations Detroit Diesel’s 3.2 million-ft (297,290-m ) complex in Redford, as new engines. Lab enhancements include upgrading the test MI, will be reshaped as a comprehensive zone for testing and cells to meet 2007 and 2010 emissions measurement require- producing commercial vehicle powertrain components. ments as well as improving those performance test cells to in- “We’re getting rid of old and under-utilized equipment,” crease overall operating effi ciency. Carsten Reinhardt, President and CEO of Detroit Diesel, said in Production revisions at the 65-year-old facility include a new summarizing the $275-million project. 15,000-ft2 (1400-m2) assembly line and testing zone for the The new equipment to replace the old covers a wide plant MBE 900. Available in the marketplace since 1998, the MBE swath. On the testing side, approximately $22 million will be 900 is currently produced at DaimlerChrysler’s Mannheim, spent over the next three years to re-groom a 250,000-ft2 Germany, engine facility. (Freightliner and Detroit Diesel are (23,000-m2) engineering laboratory for testing of current pro- part of DaimlerChrysler’s Commercial Vehicles Division.) Redford facility workers will build the medium-duty engine for the North American market in 2007, with European and Asian engine versions remaining the supply domain of the German plant. The six-cylinder, 7.2-L engine—with ratings of 170 hp (127 kW) and 420 lb·ft (569 N·m) to 300 hp (224 kW) and 860 lb·ft (1166 N·m)—eventually will take a Redford facility production spotlight. “We will move from four displacements—4.3, 4.8, 6.4, and 7.2 L—to one in 2007. The 2004 ratings range from 170 hp and 420 lb·ft to 330 hp and 1000 lb·ft. These ratings cover a range from the lowest MBE 904 [the four-cylinder version] to the highest MBE 926 [the six-cylinder version],” said Ed Crawford, Director of Design-Engineering for Detroit Diesel. The approximate $4-million MBE 900-related investment provides a framework for producing an engine that will utilize exhaust gas recirculation (EGR) and a particulate fi lter as the primary means of achieving emissions requirements. More de- tails about the engine will be released in the coming months Detroit Diesel production upgrades include a fi nal assembly line for a “as the engine continues through its development,” noted new heavy-duty engine. Crawford, adding, “The engine was designed by our counter- parts at DaimlerChrysler in Stuttgart, Germany, with input from us on the requirements of the NAFTA (North American Free Trade Agreement) market for such an engine.” A power choice for vehicles such as school buses, transit buses, and construction applications, the MBE 900 will accent fuel effi ciency, electronics, durability, and emissions characteris- tics. “We are currently in the process of investigating several different fi lter technologies to ensure that whatever fi lter sup- plier we select for 2007 will provide us with the most techno- logically advanced product for our customers,” Crawford said. A next-generation heavy-duty engine joins the production lineup in 2007. The new production line for the heavy-duty engine program represents a $150-million investment and will cover cylinder block machining, cylinder liner machining, cylin- der head machining, engine assembly, and testing. Block cast- ing is likely to be done overseas. “The next-generation engine provides us with a common yet fl exible platform that will enable us to meet not only today’s global emission standards, but tomorrow’s anticipated standards The Series 60 engine, a fully integrated electronic heavy-duty diesel engine, is a popular choice in the Class 8 market. A next-generation as well,” said Jim Gray, Program Manager for NAFTA Heavy Duty heavy-duty engine will be joining the lineup in the coming months. Engine (HDE) Program. 8 SAE OHE October 2005 510TI(6-19).indd 8 9/27/05 12:55:54 PM technical innovations The MBE 900 engine powers trucks spanning a wide variety of Introduced into the North American market in 2001, the MBE 4000 applications, including beverage, utility, construction, and fi re/ has been used for a wide variety of applications serving the on- emergency. highway and vocational markets. An inline six-cylinder with a 14.8-L displacement will repre- “It is also being developed to incorporate many improve- sent the fi rst version of the engine. Emissions requirements will ments previously made to existing engines as standard base dictate certain technology considerations. engine features at today’s emission levels and customer expec- “The engine will be specifi cally developed in each market to tations,” Gray said. The Series 60 will be sold in tandem with conform to the required emission regulations.