Speed Ruide adapts to imported Ford BRONCO vehicle CAN bus application follow-up steering headlight modification

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Speed Ruide adapts to imported Ford BRONCO vehicle CAN bus application follow-up steering headlight modification [Copy link]

To adapt the imported Ford BRONCO vehicle-mounted CAN bus application follow-up headlight modification, you must first obtain the Ford BRONCO's original circuit drawing. For this purpose, Su Ruide has prepared a series of tools including Ford diagnostic instrument, Ford BRONCO original circuit drawing tool, adapter device, CAN data acquisition equipment, software and cables.

We first upgrade the diagnostic test tool OTA, obtain the Ford BRONCO version number according to the OBD automatic diagnostic system, and then find the corresponding CAN bus position according to the Ford BRONCO original circuit diagram. As shown in the figure below:

In the circuit diagram of Ford BRONCO, the whole vehicle involves 5 CAN buses, namely the gateway, body, chassis and diagnosis, engine, etc. The customer project has relatively simple requirements for CAN data, mainly for the on-board CAN bus to realize the CAN data of the follow-up steering application, such as the ignition status and steering angle messages.

We first collect some CAN messages through the OBD automatic diagnosis system. Through CAN analysis, we find that not much data is collected, because most of the car's data is distributed in the car's 5-channel CAN (as shown above). So to obtain the DBC of the whole vehicle, the car needs to be disassembled into pieces. The decoding conditions do not allow it, so we just collect the core data.

Through the steering column module control unit of the OBD automatic diagnosis system, enter the data stream mode, check the electronic steering power system to obtain relevant ECU information:

Ford BRONCO OBD, 6/14, CANBUS_11bit_500k

Let's take a set of messages as an example:

Steering angle range: -600~600°

CAN ID 0x761 Message 02 22 33 02 00 00 00

CAN ID 0x762 Message 05 52 33 02 1e 78 00 Steering wheel angle 0

CAN ID 0x762 Message 05 52 33 02 36 78 cc Steering wheel turned left

CAN ID 0x762 Message 05 52 33 36 1e fc 00 Steering wheel turned right

Other signals include the electronic handbrake pulled up and down status, total mileage, accelerator pedal, vehicle speed, water temperature, speed, frame number, remaining fuel, engine running time, cruising range, average fuel consumption, etc., which are too long to be displayed one by one.

The control and status of the Ford BRONCO lights are designed with the LIN bus. Sample messages have been shown in the previous articles. Some signals are on other CAN buses: OBD, 3/11, CANBUS_11bit_500k. We did not disassemble and test the gateway part.

Meeting the customer's in-vehicle CAN data needs is the starting point of the project. Based on the Suruide EST563 control system, the headlights can follow the user's steering when the user is driving. The modified high-brightness LED headlights can provide users with a better field of vision and light. This set of components is rare in the world, and on the video account, foreign customers are flocking to this set of follow-up steering.

Safe use and better driving experience are the most basic requirements for the application of in-vehicle CAN data. When we talk about driving safety, people usually think of anti-collision devices, speeding alarms, etc. In fact, based on the safety of the car and the safety of driving, the safety experience given under the conditions of automatic judgment is easier to win users. In order to meet the safety needs of users and facilitate drivers to focus on driving, an automated and intelligent control system can solve practical problems that other so-called in-vehicle interconnection cannot solve. The same is true for the TANK300 we made before.

The original CAN data of Ford BRONCO alone is not enough. EST563 also needs to solve the problem of combining data and applications. When the user is driving, the user's hands and eyes only need to focus on driving. The control system combining software and hardware realizes the meaning of original vehicle safety.

First of all, CAN data applications with hardware support are visible and tangible to customers and can be upgraded to meet the requirements of sustainable development of the industry. Whether they are agents or dealers, they can gain certain benefits from it.

Secondly, the software upgrade and the hardware-based scalable and switchable car models provide good inventory management without having to consider the user scale, because the hardware-based firmware can switch to various car models such as Volkswagen, BMW, Mercedes-Benz, Audi, Honda, Toyota, etc. Under this architecture, dealers or agents can stock up, and there are not so many categories of SKUs, so they only need to consider safety stock.

Thirdly, the hardware terminal EST563 can be installed by the user by himself. It has nothing to do with the car model, year, or model. The firmware can be upgraded through the serial port.

Fourth, it is simple and cheap.

So, under these conditions, whether it is e-commerce channels, short video channels, traditional 4S groups, car beauty and modification, dealers, etc., the production capacity can be infinitely expanded.

Later, we upgraded the hardware system, added the on-board follow-up steering application to some car CAN data, and displayed it to users, so that users can connect with the car and get used to receiving these simple, available, safe and shareable data. It is easy to spread in the modification and off-road circles, and it can create new user value in some special groups, just like the motorcycle peripheral lighting control system we made more than half a year ago, which is also based on the original CAN bus of BMW motorcycles, and realizes the original control key to control the aftermarket lighting group, and realizes the lighting control and brightness in multiple modes.

Therefore, no matter how "fragmented" cars are, although the car manufacturers, car series, and car models are different, entering into specific segments can break these imbalances, which not only ensures the universality of the hardware, but also maintains the car-specific nature of the software. There are also certain technologies and thresholds. There is no complex physical and software protocol connection between the hardware application and the car, and it is independent of the channel.

This is a good model, but those who can enter this field are by no means general discussions on the Internet. Technology and data will be involved in the entire process of user driving. Ford BRONCO and BMW motorcycle peripheral lighting control systems will be involved. Under different driving modes, different lighting requirements, this logic is the core of the software, and CAN data is the foundation. Otherwise, your lights will not be lit, and the headlight fault code will be displayed.

The data foundation determines the superstructure. Whether it is Tesla's instrument modification, full LCD instrument modification, or original modification of car lighting control system parts, anything involving original factory data can basically be realized in Speedy. The more solutions we come up with, the faster the time and the smaller the changes.

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CAN communication seems to be used more and more nowadays.