The
adoption of the electronic management of the main parts of the vehicle -
engine , gearbox , brakes and suspension - and the need to make them
talk to each other had already led in the past to use Iveco power lines
of the CAN- bus , through which circulate information encoded . E
' therefore seemed appropriate to apply the same technique to the
entire vehicle wiring , which in the meantime has become increasingly
complex with the multiplication of functions, the transmission of
diagnostic information and future telematics systems , remote
diagnostics and satellite tracking .
The
new system connects all switches, devices and sensors , transmits the
control signals and measuring equipment, meters and displays them on the
screen or via the dashboard warning lights . In
addition to the CAN-bus that handles the drivetrain and brakes , wiring
includes three new CAN-bus lines and eight control units placed inside
the cab and the frame. Each control unit converts the signals from the CAN-bus to send them to devices via elements of traditional wiring . In
reverse, the information of a pressure sensor ( for example , the air
pressure in a tank) , level (eg , fuel or washer fluid ) or control (
for example , the inclusion of a
PTO ) arrives , via a conventional circuit , the control unit , where
it will be transformed into a coded signal that circulate on the line
CAN- bus to the main control unit and subsequently to the dashboard . Here,
the signal will be converted to "digital" on the screen ( air pressure )
or will be converted into electricity to power an analog display ( fuel
level ) or a light ( washer fluid level and PTO inserted) .
The new system greatly simplifies the wiring between the cab and the chassis , as well as inside the cabin itself. This
translates to a better reliability of assembly and in a greater ease of
single cable protection and a more easy diagnosis of faults . For
example , the window aperture passenger side is controlled by the
switches of the doors left and right , as well as from the control panel
of the bunk . A traditional circuit would result in a relay which would reach three lines and a fourth line to the motor power window. With
the new system , each switch has its own control unit which converts
the pulse into a signal that circulates in the CAN-bus lines and reaches
the control unit of the door . The amount of information circulating on the CAN-bus lines is so high that it was necessary to establish precedence . For
any information has been accorded a degree of importance : information
security pass first, while the others are kept in memory and processed
later.
Thanks
to the new system , the driver has information on the operation of the
vehicle ( average speed, average fuel consumption and instantaneous ) ,
which allow to optimize driving. The data coming from all vehicle control units are also available and stored in a "black box" for use in fleet management .
In
addition, the grouping of controls around the steering wheel ( cruise
control , retarder, clusters ) and on the wheel itself ( sliding menu
commands , radio and telephone ) means that the driver should not divert
attention from the road and reduces the reaction times in front of an unexpected event , all to the advantage of security. An arrangement of this type is only achievable with a conversion system via interface with the CAN- bus of the cabin.
