The Cylon

Why did I do this?

Take a look, that’s why!

Ok, so now I know you want one! If you do, they can be made to order. Cost is £150 + shipping as they are hand made. Want one? 

Background

Its probably worth recapping as to why this project came about. Essentially, whilst on a mission to replace every bulb in my car with a LED version, I stumbled across the fact that my high level brake light was not LED as you would typically expect, but instead had a strange row of bulbs on a common rail power system that clipped into the back of the reflector housing:

  

This was not ideal and lead me to need to replace it. An initial investigation showed me that it would be very simple to replace the bar with a row of LEDs hot glued into place and powered from the +12 feed into the unit, but after some initial consideration I thought it might be more interesting to be able to run each LED individually and control the sequencing etc. for some special effects.

  

Aside from the need to upgrade the unit, the primary reason behind going down the Arduino route was an excuse to really get my head around the ATMega and micro-controllers in general, as well as basic electronics principles. Having never being formally taught this stuff and only ever watching my dad do electronics as a hobby while growing up (pre 10 years old that is), I wanted to progress from my first Arduino “simple flashy LED” experiment to a reasonably complex endeavour. This project was ideal for that as I have had to learn how to design power supplies, switch different voltages, work with Pulse Width Modulation (PwM) and Oscilloscopes, de-couple components, “boot load” my own blank ATMega328P chips, program in C++ and take a conceptual prototype to production. Below are some of the conceptual prototype boards:

  

  

All in, this learning experience has taken me around 3 months of spare time, but has been a great journey and now has me hooked!

 

What are the key aspects of the design?

The design comprises a series of individual circuits combined to overcome some issues discovered along the way, which is why the current version at the time of writing this post is actually V5.2. As this was an evolution of design I will explain the major releases and changes along the way:

V1 & V2

This was a simple venture into lighting up 10 LEDs with nothing more than 10 LEDs connected to the digital outputs of the Arduino. The problem with this design is that the Arduino (ATMega328P) only has 6 PwM outputs, and to do a decent Larson effect you need PwM to fade up and fade down each LED, so that meant that I could only do this with 6 LED’s or I had to not use PwM. – not ideal!

V3

This was a complete hack solution to the PwM problem. Essentially, I used a library I found that creates a software PwM effect across all of the digital outputs, allowing me to run 10 LEDs with PwM on each of them, although this seemed like a perfect low tech solution, the main issue was that once I built the unit and installed it in the car, I noticed that there was around 300ms of delay between the brake lights on the car and the high level brake light illuminating. After some investigation and generally messing around with the circuit on a breadboard, I figured out that this was the time it took for the ATMega382P to load the arduino boot loader and execute the program. This was unfortunately a serious problem as 300ms of delay in braking is the reaction time of someone behind you and could mean the difference between having an accident or not, so it had to be fixed.

V4

This version brought a solution to this problem into play by way of 2n7000 Mosfets. These awesome little components allowed me to route the power to the LEDs from the +12, and switch between a full time ground connection and a PwM controlled ground using a +5v switch feed. So essentially what happened was, as soon as power was available the LEDs had a connection to +12 & GND by virtue of +5 holding the mosfets closed, then as soon as the ATMega woke up and was able to do PwM it shorted the +5 feed to the mosfets and opened them handing over the ground to the ATMega to handle PwM. This was a near perfect solution and gave me instant on, however, the software PwM Library had issues with the handover between the instant on and the PwM and resulted in what I can only describe as a very ugly transition!

V5

This was the biggest jump in the architecture and was essentially me giving in and realising I needed to go down the hardware PwM route. After a couple of misguided attempts at using shift registers, I found the right component for the job, a Texas Instruments TLC 5940 hardware PwM unit. It provided 16 native PwM channels with a 12bit duty cycle and 4095 shades of grey on each channel. This unit is serial controlled by the ATMega and offloads the control of the LEDs to a second micro-controller dedicated to the task, so gave me the 10 hardware PwM channels I needed. Combined with the instant on concepts from V4 it allowed me to have a sub 10ms start-up to the circuit and a smooth handover to the effects unit, where I could refine and polish the desired effects given the more granular control over fades (Atmega has only 256 shades vs the TLC with 4095 shades).

V5.1 & V5.2

These final tweaks to the architecture reflect some power protection circuitry concepts that allowed me to better protect the circuits in an automotive environment. Specifically, a transient voltage protection circuit that gave me a hard limited +12 circuit upstream of my voltage regulation circuit that made things much smoother and safer.

One thing common to all of the versions was the need to temporarily bypass the effects in case a particularly anal MOT tester decided he wasn’t going to pass it with this unit installed. As a result the need for an MOT switch has always been present, however the way it is handled has changed over time. As of V4, the use of the mosfets allowed for a rather cool and quite awesome way of dealing with this issue. Essentially, what happens as explained before is that the +12 & +5 circuits power up and hold the mosfets closed allowing the LEDs to run on what is a standard power circuit with no PwM. The ATMega has a digital output connected to the +5 circuit that connects the Mosfets and once its booted it sets this output to a “LOW” state which essentially drags the circuit to ground and opens the mosfets so the PwM control can happen. All the MOT switch now does is literally break that connection, leaving the Mosfest closed and the LEDs lit without any interaction from the micro-controllers.

A very neat side effect of this is that this has created a “fail on” redundancy to the brake light. What I mean by this is that if the ATMega or TLC fail the LEDs will still light as normal, they just wont do any effects. This is a great safety feature as the components most likely to fail are these and if they do, the brake light still works like any other brake light would.

 

What does it look like?

The final schematic is below and available for download here  (You will need a copy of RS Components Design Spark if you want to edit it, else there is a PDF in there for normal viewing & printing. Design Spark is free btw, and very awesome!)

What about the code?

The code is very simple. It simply provides the three primary states of operation for the desired time periods required. The three states of operation are:

  1. Full On
  2. Breathe Effect
  3. Larson Effect

Each state of operation is timed for a specific period to allow for typical use, for example, the initial state of Full On, i.e all 10 LEDs on at 100% power, is set to exist for 2 seconds to allow for short presses of the brake pedal. The next sate is the Breathe effect, where the luminosity of the LEDs is reduced from 100% to around 25% over a 2 second period, and then restored back to 100% over a further 2 seconds. This provides a very smooth breathing style effect that runs 3 times or about 12 seconds, which is ideal for longer “slowing down” style braking, before handing over to the final effect. At this point the Larson effect takes over and literally runs back and forth in a loop indefinitely from this point forward, as if you have had your foot on your brake pedal for more that 12-14 seconds chances are you are coming to a stop from high speed, or your sat in traffic stationary so such an effect is either going to help attract attention to your deceleration, or make someone behind you smile for a second as they remember Kit from night rider!

Given the unit only powers up when the brake is pressed, I didn’t need to handle interrupts, or additional switches to make the effects happen, as they run from boot each time, so a simple millis() counter is sufficient to work with as it always starts from zero.

The final code is a typically hacked/adapted version of a million tutorials and is split into a few sections. Each main “void” handles the primary effect functions, i.e Breathe & Larson, then the final void loop just knits them together in the desired quantities. All the horribly complex stuff required to run the TLC is handled by a library that you need to install into your arduino projects libraries folder to make it all happy, which is fortunate as its a proper nightmare without this!

The final code is available here to download ready to go into your Arduino IDE, don’t forget you also need the additional library for the TLC which you can find here.

 

So how did the prototype work out?

The problem with the prototype was that I wanted a like for like replacement part for the current bulb bar which limited the available space to work in. Essentially I had a space 300mm x 16mm x 30mm which meant it had to be very long and thin. The second major issue with this was that the LED’s would have to be spaced about every 30mm so that meant that I couldn’t just make one long circuit board, I had to have two, one for the LEDs and one for the logic and power. That lead me to the prototype design which took a while! Essentially what I have is two separate boards, one for the LEDs and one for the Logic and Power. They are bolted together using nylon bolts & spacers and then a ribbon cable provides power and PwM control between the two. the final design fits within my space constraints (just) and clips onto the back of the reflector housing perfectly, with just a power and earth back to the original connector for the high level brake light.

Below is a screenshot of the breadboard layouts from Visio:

These are accurate and can be used to build your own, so feel free to use them. Here is the original Visio version which may be more helpful to you.

Once its all bolted together it looks a little bit like this:

  

  

  

  

 

What does it look like in the car?

Well I like it, but then I am a bit geeky like that and like a flashing light or two, so decide for yourself !

Here is a nightime video for much better effect… The Cylon starts at 3:00 mins in:

 

Where next?

A few mad people are interested in having this in their own Alfas, so I have committed to designing a final PCB layout that can be manufactured, if enough people commit to buying one. Other than that, I plan on a few more Arduino based projects in my car, so more will definitely follow!

 

Make your own 12V 10s off Relay

Here is a simple scheme for 12V approx 10s OFF Relay. It’s very easy to build. Scheme and part list are shown below.

  • R1 – 6.8 Ω
  • R2=R3 – 100 kΩ
  • D1=D2 – 1N4007
  • T1 – 2SD892 (Darlington NPN transistor)
  • C1 – 100μF/25V

alternative (if you cannot find 2SD892 transistor you can use one below)

  • T1 – BC517 (this one has higher hfe than 2SD892, so you also have to change capacitor)
  • C1 – 33μF/25V
  1. BROWN – ignition (+12V)
  2. GREEN – to relay (No.85)
  3. RED – constant power supply (+12V)
  4. BLACK – ground (-12V)

If you want to change delay-off time, you can change the capacitor. For longer delay use higher value capacitor, for shorter time, use lower value capacitor. Change only capacitance, not voltage.

Buy one 4-pin car relay (NO-normally open)

Bring constant power to relay pins No.86 and No.30.

Relay pin No.87 will give power (+12V) to DC-DC converter when ignition is ON and 10s after ignition is off.

And here are the images how I have coupled it along with DC-DC converter.

    

Thanks to rjc_147 who pointed out for D2 diode & Credit to Razor AMD for the content.

Bumper Removal

Introduction

What follows is the front bumper removal procedure as described by Alfa Romeo in their in-house dealer level procedure software, eLearn. This is a descriptive and pictorial guide to removing the bumper as used by Alfa Romeo trained technicians – but I am pretty sure use mere mortals can follow it too!

This procedure is taken from the 159 procedures catalogue, although should follow for all models in the range: 159 (saloon and Sportwagon), Brera and Spider.

My comments have been added in italics to add some detail along the way

Tools required:

There is no specific tooling required for this job, only commonly available spanners and sockets are required.

All bolts are listed in the procedure as being M6x22, however depending upon the life of your vehicle and more probably what Alfa Romeo had in the factory at the time, this may be different.

I know for example that my “under engine protection / guard” is held on with torx bolts, not M6.

The Procedure

 

Step 1: Position the vehicle on a lift (place on axel stands) and raise the vehicle. You can either turn the wheels on the steering rack or remove the wheels to gain access to the wheel arch liner bolts. “Working on both sides of the vehicle, undo the bolts fixed to the wheel arches (1a) and the nuts fixed to the bodyshell (1b).

Bumper 2.png

Step 2: Undo the lower bolts fixing the bumper

These are the front three bolts that link between the engine tray and the bumper – be careful though as the mounts are very thin metal plates welded off the front of the sub-frame and tend to rot into nothing at an alarming rate. If you’ve got the time, give these a quick rust proof.

Bumper 3.png

Step 3: Lower the vehicle (only if you’ve got it up on a lift) and undo the upper bolts fixing the bumper.

Bumper 4.png

Step 4: Move bumper (1a) slightly to one side by releasing from the side retainers. Essentially with a good wiggle it should just pop off, but by move slightly to one side, it means don’t run off with it just yet, it is still plugged in!!

The disconnect the electrical connections.

What isn’t mentioned here is headlight washers, for some reason. You may well have these nested in your front bumper also and will need to disconnect the pipe to these. Remember if you disconnect you will need to crimp or bung this pipe or chances are you’ll empty your washer bottle all over the floor.

Conclusion

And that’s a wrap as they say in show business.

For the purposed of Project Halo this allows you to remove the bumper and access the lower mount of the headlight, which can only be removed with the bumper off the vehicle.

Be sure to clean dirt and grit out of any panel joins and hard to access places, particularly in the join between the bumper and the wing, to extend the life of the panel and prevent the dreaded tin worm from setting in.

Power Supplies

Overview

The Halo units require good, clean regulated power to run or they will burn out. A cars power supply is the exact opposite of this, its dirty, unregulated and a very bad place for electrical items to live! As such, most electronics in a car have additional protective mechanisms to keep then safe. The Halo controllers & rings are no different.

Please refer back to the Parts List to see what components you need for this phase. Also please note that this wiring can be completed at any time, ahead of the Halo’s being installed as it will not effect anything in the car.

Process

The basic idea is to provide a direct feed from the battery to the power supply unit that is switched via the ignition feed, and then to run 2 x power leads from that power supply to the headlight locations ready for connection to the Halo controllers.

Power Supply

Start by opening the bonnet of the vehicle to access the area where you will be working.

  • Un-clip the cover to the fuse holder on the top of the battery (Figure 1)
  • Remove the lid of the fuse box next to the battery by removing the 3 philips head screws (Figure 1)

Now you will be able to access all the parts you need to.

Using Figure 2 as a point of reference, follow the following steps:

  • Cut a 18-24″ length of 12v twin core 8.75A wire and crimp circular tabs onto the end of it. It is useful to cut the red / power wire shorter that the black / negative wire so the wire runs neatly along the battery and to leave room to attach the in line blade fuse holder and integrate this unit either through crimping or soldering it in line on the Positive feed. (Figure 2, #1 & #2)
  • On the opposite end of that length of wire, crimp 2 female spade connectors and attach the negative one to the connector of the relay labelled 85. (Figure 2, #3)
  • On the same length of wire, attach the female spade connector on the Positive wire to the connector of the relay labelled 30. (Figure 2, #3)
  • Cut a further 18-24″ Length of 12v twin core 8.75A wire and strip away the positive leaving only the negative feed. Crimp a circular tab onto one end of it and strip 0.25″ of bare wire on the other end. Attach the bare wire end to the screw terminal on the Power Supply labelled “IN -” (Figure 2, #4).
  • Cut 6″ of the spare single Positive 18-24″ length from the previous step and crimp a female spade connector to one end and attach it to the relay terminal labelled 87. Strip 0.25″ of bare wire from the opposite end and attach it to the Power Supply terminal labelled “IN +” (Figure 2, #4).
  • With the remaining length of Positive wire from the last 2 steps, crimp a male spade terminal to one end and a feral spade terminal to the other. Insert the male spade terminal into the fuse box as show in (Figure 2, #5) and connect the female spade terminal on the other end to the Relay terminal labelled 86.
  • Now connect the two negative circular connectors to the negative side of the battery using a 8mm spanner or socket (Figure 2, #2) and the positive circular connector to the positive side of the battery, before the fuses (Figure 2, #1)

You can now test if the power supply is working by switching on the ignition of your car and observing if the power supply’s green LED lights up. If it does not, double check all of the connections as per the above.

NB: I personally found that I could just push the power supply and the relay easily into the space between the fuse box and the suspension turret in my engine bay and the look that runs over the top holds things in place quite well. Your engine bay may be different and as a result you may need to find an alternative location. If that is the case you will need to adjust the cable length suggestions in the above steps to account for a different location to be used.

Figure 1:

Figure 2:

Standard Relay Diagram:

Durite Timed Off relay Diagram

  

Headlight runs

Once the power supply is in and running all that is left to do is to run the remaining cable 12v twin core 8.75A cable to each headlight location.

  • Cut a length of wire long enough to reach the closest headlight and fit the 2 Pin Superseal Female connector to one end of it.
  • Cut a second length of wire long enough to reach the headlight the furthest away and fit the 2 Pin Superseal Female connector to one end of it.

NB: make sure in both of the above steps you leave enough wire near the headlight to account for fitting & removal of the units.

  • Strip back about 0.5″ the positive and negative of both wires at the end with no connector on.
  • Twist both positive wires together
  • Twist Both negative wires together

NB: At this stage it is recommended to solder these twisted connections to keep them secure and stop them working apart.

  • Attach the Positive wires to the power supply terminal labelled “OUT +” (Figure 2, #4)
  • Attach the Negative wires to the power supply terminal labelled “OUT -” (Figure 2, #4)
  • Run the wires neatly around the engine bay, cable tying them to suitable locations en-route to keep them away from the engines moving parts.

NB: Some project members have had issues with their power supply spiking and destroying the controllers. It is therefore recommended that an in line fuse of 2A is added to each headlight run. This will protect the controllers in the event of a power surge due to a faulty PSU.

The Result

After this is done you will have a dedicated feed to the Halo controllers that is both regulated & protected, as well as switched on and off via the ignition of the vehicle. If you have chosen to use the timed off relay, this power supply will stay powered for the time you chose when you purchased the relay (10s suggested).

Tuning the voltage

The PSU unit has two small screws near the LEDs that are attached to trim pots inside the unit. Each of these adjustments lets you tune the amount of power (voltage & amps) that the supply is delivering. The Halo’s & Rings are low power units so will tax the PSU much. To that end, adjust the PSU as follows:

  • Start with a multimeter and set the PSU to 10v output
  • Connect it to the controller and connect the rings
  • With the rings lit through the controller put a meter between +ve input to the controller and the +ve output to the ring and adjust for about 1v
  • 1v should be about right (the NUD datasheet says it needs to be more than 0.7v and, thermally, less than 1.5v)

NB: You can measure the amps a system draws using a multi-meter by putting it in-line to the feed to the controllers: https://www.youtube.com/watch?v=HWA9WqSEjg8

NB: If you put too much voltage into the controllers, the electronics have a tougher job to get rid of the excess, and excess power is always turned into heat which can and will cause the controllers to fail. Way Too much input voltage will just blow the input regulator to the micro-controller and fry the board.

It is easy for me to detect if the controllers have failed this way and refunds will not be given!

Installation of the Rings

Overview

Installation of the rings is very easy. Each ring is a near exact size match for the lens so they are easy to place in the right ones. For reference, the rings are:

  • Inner lens = 95mm
  • Middle Lens = 90mm
  • Outer Lens = 85mm

Step 1

Each ring comes with a small black box attached to it. This is n in-line power regulator that if you connected them directly to the cars battery, would save the rings from bursting into flames and generally being quite terrible at their job.

First job is to get rid of them! That’s right, we don’t need them as the controller modules regulate the power instead and use an electronics principle known as Pulse Width Modulation to alter light intensity.

If you leave them attached the controllers wont be able to regulate the light and it will all generally just fail quite badly, so literally cut them off and leave yourself a ring with two wires (x3).

Step 2

Start by covering the outer lens plastic with tape or other material that will prevent accidental scratches. It is also recommended to wear latex gloves whenever you are working with the reflector or lens housing to prevent fingerprints and grease marks.

First separate the reflector from the plastic lens by removing the 4 screws holding it in and gently pulling it apart.

   

Step 3

Next, just place the correct ring into each of the lenses and secure them with a small amount of glue on the back edge of the ring. They are a tight fit so glue is optional.

  

Step 4

Make sure that the wires from the rings are towards the top of the headlight as we will run the wires over the top NOT underneath. This is due to the fact that the bonnet slightly overhangs the light units on the car and so the wires at the top cannot be seen unless the bonnet is lifted. If you run them underneath it is possible to see a small amount of wire when looking at the lights on the car.

  

Completion

Make sure you have double checked all surfaces for fingerprints, smudges etc and removed and cleaned as necessary and then install the reflector housing back into the lens unit and screw it back together.

Headlight Wiring

Introduction

The goal of the wiring is to create a positive (+) and negative (-) feed from each of the following bulb feeds inside the headlight unit:

  • Main Beam
  • Driving Lights
  • Indicator

The only bulb feed not used is the sidelight feed. This is so that you can turn on your sidelights at dusk and not alter the intensity of the Halo rings, keeping them at the daylight level.

Important Notes

  • Try and make your joins as small and as neat as possible
  • Where possible keep all cables routed away from the lights
  • Do not let cables foul the reflector housing or the motors will strip there gears trying to adjust the beam angle!

Wiring

First create a 3 into 1 cable for the earth. Each feed to the controller is a + & – pair so splitting a single common earth into the 3 feeds needed for the controller inputs is fine. Once you have your earth cable, cut the black earth cable coming from the junction area in the light. This will be the cable that already has a split into a number of earths for the bulbs. Join the new earth splitter cable and route the earths through the headlight and through a hole in the bottom of the headlight case above where the controller box will be located underneath. Now cut into the coloured wire for each of the bulb feeds and join a length of wire to be routed along the same path as the earths. Colour coding these wires can be useful later on in identifying which input is which. Alternatively, consider labelling the wires.

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Once you have completed the 3 feeds you will have something like this:

Controller Wiring Digram – V2.1 Controllers (Green)

The following image is a simplified wiring diagram for the V2.1 Controllers easily identifiable as having a green circuit board. Each of the wires you create in the above steps are connected onto the controller like this:

There should be 6 new pairs of wires from the headlight. Positive & Negative feeds from:

  • Indicator
  • Main Beam
  • Driving Lights

Positive and negative feeds to:

  • Inner ring
  • Middle ring
  • Outer ring

Please leave enough wire on these 6 feeds to locate the controller where you would like.

Controller Wiring Digram – V2.2 Controllers (Black)

There are differences in connections between v2.1 & v2.2 due to revisions of the board requiring a fresh routing of positive and negative tracks. This means that the polarity is the different on the V-IN (Power input from PSU) the connector handing is also reversed. Please therefore take care when wiring up your connectors to ensure that the positive is in the correct side of the connector as per the diagram.

This issue will be most apparent if upgrading from a V2.1 controller to V2.2

Project Halo

Controllers are now available for purchase here

 

Project Halo started as a concept to integrate BMW Angel eye style DRLs into the 159/Brera/Spider triple headlight configuration. Initial development work was completed by myself & YonasH. YonasH pioneered the first sets of Halo’s in a kit form that could be bought and installed as a DIY solution, however both of our efforts to disassemble the headlights resulted in failure or breakage and the only viable solution was to cut the lenses off, install the rings and glue the lenses back on.

As this was not a viable option, development ceased for around a year before starting up again after discussions with Coxy1 on headlight disassembly. Coxy1 was able to pioneer an approach to taking the headlights apart, but only if they were new ones where the glue had not yet had time to cure fully (several years of use on a car cures them fully!!)

Once this had been solved, I restarted development on the electronic controllers for the headlights to meet UK specifications and simplify the amount of electronics & wiring needed in comparison to the approach YonasH took.

This site serves as the primary location for all documentation resources related to the project for those that want to join in the fun!

The projects history is documented on Alfaowner.com

The Project now has an active Facebook Page where we will track interest in controller batches. Please join the page and let us know if you would like a set of controllers for your project:

ProjectHaloUK’

There are guides available to help with the DIY on my site, see the following links:

Overview & Prerequisites

It is technically possible to utilise these controllers on any vehicle that has after market DRLs. This is with the caveat that the DRL’s being driven can be measured for there voltage and amperage requirements so that the controllers can be configured accordingly. Where the DRL’s are the same ring type as those the units were designed for this is not required.

Vehicles

Alfa Romeo 159/Brera/Spider

The original design of these units is for the following vehicles:

  • Alfa Romeo 159
  • Alfa Romeo Brera
  • Alfa Romeo Spider

These three vehicles all utilise the same triple circular headlight design requiring 3 different sized rings per headlight:

  • 85mm
  • 90mm
  • 95mm

 

Parts List

Power Supply Parts

The following parts are required to power the Halo’s:

Item Unit Cost QTY Total Supplier What it does?
Durite 12v 10s delay off relay £50 1 £50 Auto-Electrical Specialist Provides continious operation while engine starts
DC/DC Converter PSU £16.90 1 £16.90 Ebay Supplies clean regulated power to the system
Superseal connector 2 pin female (pack of 5) £2.22 1 £2.22 Ebay Connection from headlight to PSU
12v twin core 3A wire (5m) £2.49 1 £2.49 Ebay For connections inside headlights
12v twin core 6A wire (2m) £1.45 1 £1.45 Ebay For connections from PSU to headlights
5 x Mini Blade fuse Holder £4.99 1 £4.99 Ebay For safety!
Mini blade fuse (5A x 10) £1.00 1 £1.00 Ebay get it anywhere!
Mini blade fuse (2A x 10) £1.00 1 £1.00 Ebay get it anywhere!

Item 1 above (12v 10s delay off relay) could be replaced with a simple 12v relay if the need for the rings to stay lit during the engine crank is not required. This would reduce the cost of that part to around £5.

Halo Parts

The actual Halo’s require the following parts:

Item Unit Cost QTY Total Supplier What it does?
CST100 Gold Plated Crimp Contact £15.25 1 £15.25 http://uk.rs-online.com/ packs of 50 only! Makes 25 connectors RS Part number: 293-0098
2 way Scoket Housing 2.54mm pitch £0.76 2 £1.52 http://uk.rs-online.com/ packs of 10. RS Part number: 293-0026
Mixed Heat Shrink Pack £6.89 1 £6.89 Ebay For Electrical Connections
DRL Controller Module £50.00 2 £100.00 http://jabawoki.com/ Creates the magic!
85mm ring £11.00 1 £11.00 www.ebay.co.uk Shiny things
90mm ring £11.00 1 £11.00 www.ebay.co.uk Shiny things
95mm ring £11.00 1 £11.00 www.ebay.co.uk Shiny things
 

Make sure when you order the rings you specify the right colour. The “white” ones are a perfect match for HIDs at about 5500K whereas the “Cold White” ones have an electric blue hint that makes them closer to 7000K. The adjacent image shows the difference quite well. Also, with regard to rings its very important they are exactly the type I list. Other style rings may not work and may damage the controllers.

The DRL Controller Modules are available direct from myself.

Optional Parts

Although technically optional it is highly recommended that you buy 2 new headlights to work on. This is because the OE headlights use a glue that is near impossible to melt. It also provides you ample time to work with the headlights off the car and not leave your car in a state unfit to drive. Bear in mind you can always sell your OE headlights to someone else to get some of this cost back!

Item Unit Cost QTY Total Supplier What it does?
Set of Headlights £158.00 1 £158.00 www.ebay.co.uk Provides something to work with

Make sure you order the right headlights! there is a difference between LHD and RHD units. Also different makes exist, Lucas or Depo are most common. I have Depo lights on mine and I don’t like them. They are clearly a lesser quality and I have had issues with the adjustable motors to raise and lower the light beam stripping the cogs. Others have Depo lights with no issues so it could just be the amount of abuse I have given them during development!

DRL Controller Information

Modes of Operation

The controllers have been designed to meet the same requirements and operation of any UK specification OE fitted DRL unit. As such they intelligently determine their required mode from the specific function the headlight is performing at any given time.

The first mode of operation is the start-up routine. It is the first portion of code that is run when the controllers are powered up. This routine lights each ring in sequence from 0% to 100% and back to about 80% from the inside ring to the outside creating a staged power on effect.

By default, the unit will run all 3 rings at about 80% intensity, this mode is selected by virtue of no lights being switched on, i.e “Daylight” mode.

When it becomes dark and you switch on your headlights (or the automatic headlight function does this for you, should your car have that feature), the controllers will detect that the driving lights are on and dim the rings to about 60% brightness for night time operation.

If main/high beam is engaged all the rings will be switched to full power 100% intensity for the period the main/high beam is active to provide maximum light from the front of the vehicle.

The final and most important mode of operation is engaged when the indicators are activated. When the indicator is sensed as on within the headlight, the controller will override all previous modes and switch the two outer rings to 50% while the inner ring is switched off so that the indicator can be easily seen. Regardless of what mode the DRLs are in, when the indicator is active this mode overrides it for safety.

As the logic for the indicator mode uses the same voltage sensing approach as the other modes due to the fact that indicators flash, their is a small 400ms delay built into the logic of the sensing so that the mode does not constantly change while the indicator is flashing. This way the mode stays active until the indicator use has stopped at which point it returns to the previously selected mode.

Any less than 400ms results in occasional bounces between modes so is the safest duration.

How modes are selected

When +12v is applied to the specific bulb in the headlight, a set of jumper wires from that bulb feed to one of the controllers inputs where the voltage is detected by the Micro-Controller and the mode changed. The controller makes use of an opto-isolator circuit to protect the sensitive micro-controller inputs from the potentially harmful transient voltage of the bulb feeds for added longevity and protection.

The following bulbs / feeds are monitored in each individual headlight:

  • Driving Lights
  • Main Beam
  • Indicator

Controller Hardware

The controller hardware is entirely custom designed by JabawokJayUK with the help and support of RC.

Pre Alpha

The initial incarnation of the project and test bed for code etc is a breadboard based arduino platform. This is where all the design and R&D happened. 

Version 1

The first generation controller utilised a through hole design for ease of prototyping and short run assembly.

Although every care was taken in the design of these units it was deemed that the mass market resale of them would be problematic due to the time taken to assemble them combined with the long term effects of solder joints becoming worn. As a result these units only exist in three cars and will eventually be replaced with the Version 2 hardware.

Version 2

The second generation of the hardware was designed entirely by “Xeropage”. A fellow electronics junkie and security industry player. My schematic was taken, adapted and migrated into a fully surface mount design that will stand the test of time. All components in this design are “automotive grade” which means they are able to stand up to greater cold and heat variations and are better suited to working in the harsh environment of a car.

Version 2 further expanded on the initial design to add an extra +12v trigger input and an extra ring output. These additional features served to make the unit more flexible for target vehicles other than the 159/Brera/Spider models it was designed for. Most vehicles have a need for 2 or 4 rings, rather than the 6 needed for the 159/Brera/Spider, so the additional output & input meant a single controller could drive 4 rings and take main beam, driving lights & 2 x indicator triggers.

The additional input also adds value to the 159/Brera/Spider as it can be used to sense the ignition +12v feed. When combined with a “timed off” relay that continues to power the units after the ignition has switched off, the controllers can tell that the power is about to go and run a “power off” routine before it does.

Version 2.1

This is the first version of controller that was shipped to market and has only minor differences to version 2 above. They are easily identifiable as having a green circuit board:

Version 2.2

This generation of controller had some improvements made to the components in terms of voltage capacity to help protect against shorts and over-voltage situations and also changed PCB suppliers and style to a better quality gold plated one. These boards are black so easily identifiable as version 2.2:

Version 2.2 boards are not compatible with V2.1 wiring. There is a polarity change on these boards that means they are not a direct swap for V2.1.