Are you new to LV124 / LV148 automotive electrical testing?
Or do you just want to deepen your knowledge regarding LV124 / LV148 automotive ECU testing?
Have a look into our Knowledge Base documents* and join our discussion on our social media platforms!
*first published on LinkedIn
LV124 / LV148 ECU Outputs As Power Supply
ECUs as power supplies? It’s more common than you think.
Post number 4 in our series on automotive ECU testing dives into questions we couldn’t ignore.
Modern ECUs are not just signal processors – they actively power sensors, actuators, and even other ECUs.
From HSDs and Half Bridges to smart fuses (E-Fuses) and terminal 30/31 outputs – these power outputs are everywhere.
But what are they called? How standardized are they? And how do they behave in 12V / 24V / 48V networks?
We took a deep, structured look – and yes, we can test them!
With our RTStand LV124 / LV148, we perform:
• Short-circuit and interruption tests (e.g. VW 80000 E13/E17)
• Overcurrent tests
• Full LV124 / LV148 coverage
• Fully automated execution, logging and reporting
These are critical tests – and our customers can count on our system to handle them reliably, repeatably, and with full documentation.
We’re happy to exchange thoughts – and always ready for a deeper discussion.
LV124 / LV148 Evolution of Automotive ECU Complexity and InVehicle Networks
ECU Complexity & In-Vehicle Networks – Are You Ready for the Bandwidth Revolution?
Over the past years, vehicles have shifted from dozens of independent ECUs to a few high-performance controllers – and with this change comes a new challenge: the evolution of in-vehicle communication buses.
In Part 3 of our series on automotive megatrends, we explored:
✔️ Why Automotive Ethernet (100/1000BASE-T1) is becoming the backbone for modern vehicles
✔️ How GMSL / FPD-Link / APIX links are gaining ground as camera and display interfaces
✔️ Why legacy buses like CAN / LIN still matter – but play different roles
✔️ What this means for electrical testing under LV124 / LV148, especially short interruptions and signal integrity
We see a strong trend toward fewer, but more broadband ECUs. Testing these new units under real-world electrical stress requires systems that can handle both high currents and high-speed interfaces – synchronized, automated, and reliable.
At WKS Informatik GmbH, we’re proud to support this transition.
With RTStand LV124 / LV148 we offer:
🔹 Automated short-interruption tests for high-speed interfaces
🔹 Support for Ethernet, CAN, LIN, FlexRay – and future-ready for GMSL2/3, APIX3, SerDes
🔹 Scalable, modular test setups ready for the software-defined vehicle era
Let’s talk about how we can help future-proof your validation process.
Interested in discussing trends or test strategies? Let’s connect!
LV124 / LV148 Electrical Current Consumption of Automotive ECUs
How much current does your ECU need? Let’s compare notes!
In our second post on electrical behavior of automotive ECUs, we dive into real-world current ranges and categorize ECUs into:
Category 1 (<25A): Sensors, control units, comfort modules
Category 2 (<80A): Pumps, fans, heaters, electric steering
Category 3 (>80A): Starters, mild hybrid drives, DC/DC converters
Our fully automated RTStand LV124 / LV148 test systems support testing for these types, across 12V, 24V and even 48V platforms.
💬 I’m curious:
Are your current profiles similar?
Do you already face challenges with >80A systems?
Is current consumption a key topic in your test strategy?
Let’s share experience — I’d love to know whether our observations align with yours or if you see other trends in the field.
LV124 / LV148 Typical Current Profiles for Vehicle Control Units
Understanding ECU Current Profiles in Automotive Systems
Modern Electronic Control Units (ECUs) play a crucial role in vehicle performance, safety, and efficiency. However, their current consumption varies significantly depending on their function, mode, and system interactions.
🔍 In a new series of documents, I will provide insights into:
– Typical current profiles of ECUs in different operating states.
– How sleep mode requirements impact vehicle battery life.
– The behavior of high-power ECUs like engine and ignition control units.
– The challenges of voltage stability and current fluctuations in modern vehicle electrical systems.
– Testing implications for future automotive technologies.
📑 This first document offers an overview of ECU current behavior, highlighting how different control units—from very constant consumers to highly dynamic loads—affect the overall power distribution in a vehicle.
I invite automotive engineers, test specialists, and industry experts to share their experiences and thoughts! What are your biggest challenges in ECU power analysis and validation? Let’s discuss! 🚀