Browse Topic: Wireless communication systems

Items (939)

SIMULATION FOR VEHICLE-TO-VEHICLE AND VEHICLE-TO-GRID RESOURCE SHARING ANALYSIS

2024-01-3444

11/15/2024

ABSTRACT A simulation capable of modeling grid-tied electrical systems, vehicle-to-grid (V2G) and vehicle-to-vehicle(V2V) resource sharing was developed within the MATLAB/Simulink environment. Using the steady state admittance matrix approach, the unknown currents and voltages within the network are determined at each time step. This eliminates the need for states associated with the distributed system. Each vehicle has two dynamic states: (1) stored energy and (2) fuel consumed while the generators have only a single fuel consumed state. One of its potential uses is to assess the sensitivity of fuel consumption with respect to the control system parameters used to maintain a vehicle-centric bus voltage under dynamic loading conditions.

Jane, Robert S., Parker, Gordon G., Weaver, Wayne W., Goldsmith, Steven Y.

RESEARCH OF THE EFFECTS OF INTEGRATION INTO ARMOR ON THE PERFORMANCE OF SPINTRONIC MICROWAVE DETECTORS

2024-01-3334

11/15/2024

ABSTRACT The authors studied the effects of different types of armor on the performance of spin-torque microwave detectors (STMD). Working prototypes of novel nano-sized spintronic sensors of microwave radiation for battlefield anti-radar and wireless communications applications are being integrated into Sensor Enhanced Armor (SEA) and Multifunctional Armor (MFA) and tested in SEA-NDE Lab at TARDEC. The preliminary theoretical estimations have shown that STMD based on the spin-torque effect in magnetic tunnel junctions (MTJ), when placed in the external electromagnetic field of a microwave frequency, can work as diode detectors with the maximum theoretical sensitivity of 1000 V/W. These STNO detectors could be scaled to sub-micron size, are frequency-selective and tunable, and are tolerant to ionizing radiation. We studied the performance of a STMD in two different dynamical regimes of detector operation: in well-known traditional in-plane regime of STMD operation and in recently discovered novel out-of-plane regime.

Bankowski, Elena, Meitzler, Thomas, Pesys, Tomas

test 09/29/2022 2:00 pm

SAE-PP-077339/29/2022

test 09/29/2022 2:00 pm

Rickard, Christopher, SintzUSER, Jeneane

2.0.105 - Piston Sealing System Structure Design for Automobile's Lightweight Auto-Transmission

SAE-PP-004359/24/2021

Current automobile's auto-transmission has problems of defects and cost reduction because of welding process and very complicated assembly process due to individualized transmission piston and sealing components. Also, size and heavy weight of transmission piston components are the source of low mileage because they are made of aluminum, steel material. In this study, therefore, we perform structure design for piston sealing system which integrates piston and sealing material for automobile's lightweight auto-transmission. Also performed stress analysis through finite element analysis to secure required suitable strength when internal pressure is applied after assemble.

Mutagaana, Festo

0071 - Testing Download

SAE-PP-004209/13/2021

The combustion occurring in an internal combustion engine subsequently emits high-intensity acoustic pulse along with exhaust gas flow. Formula SAE competition is imposing restrictions on acoustic emissions from an engine, which necessitates the activity of design and optimization of a high-performance muffler. The muffler has to be designed with the objectives of satisfying acoustic emission norms imposed and as well strategically designed to have less obstruction to exhaust flow and being lightweight to maintain the integrity of a Formula Student car. A novel approach of combining the effect of adsorptive and resonating muffler design has been inculcated in this work after the estimation of muffler size and resonance. The acoustic pressure analysis and exhaust flow efficiency are carried out using Ricardo WAVE. These simulation results are validated with the developed prototype. The developed prototype is ascertained to fulfil the requirement of acoustic emission norms (103 dB[C] - 110 dB[C]) without much compromise on exhaust flow efficiency. **testing**

SintzADMIN, Jeneane, SintzUSER, Jeneane, Anthony, Lindsay, Mutagaana, Festo, Mutz, Jennifer

Automated Driving System Data Logger

J3197_202107 (Current)

7/23/2021

This SAE Recommended Practice provides common data output formats and definitions for a variety of data elements that may be useful for analyzing the performance of automated driving system (ADS) during an event that meets the trigger threshold criteria specified in this document. The document is intended to govern data element definitions, to provide a minimum data element set, and to specify a common ADS data logger record format as applicable for motor vehicle applications. Automated driving systems (ADSs) perform the complete dynamic driving task (DDT) while engaged. In the absence of a human “driver,” the ADS itself could be the only witness of a collision event. As such, a definition of the ADS data recording is necessary in order to standardize information available to the accident reconstructionist. For this purpose, the data elements defined herein supplement the SAE J1698-1 defined EDR in order to facilitate the determination of the background and events leading up to a collision in an ADS-operated vehicle. The data elements defined in this document are unique to Level 3, 4, or 5 ADS features, as defined by SAE J3016, and provide additional background of the events leading up to a crash or crash-like event. The data from sensors such as camera(s), LiDAR(s) etc. will provide information in the absence of a human driver. The data included in the ADS data logger is expected to be used in conjunction with the SAE J1698 event data recorder (EDR) record and traditional accident reconstruction analysis. The EDR and ADS data logger will capture information leading up to the triggered event, at a minimum. There are no facts to support that recording data for greater than 5 seconds pre-event would change the outcome of any crash analysis. Thus, the recommended recording duration for a data logger is 5 seconds pre-event, same as an EDR. Due to the potential for sensor and/or communication failure during a crash event, the recommendation is that data should be collected post-crash for impact and rollover sensors for up to 250 ms. ADS technology is still being developed and is not yet commercially deployed. Therefore, this SAE Recommended Practice is intended as a guide toward standard practice and is subject to change to keep pace with experience and technical advances.

Event Data Recorder Committee

Taxonomy and Definitions for Terms Related to Cooperative Driving Automation for On-Road Motor Vehicles

J3216_202107 (Current)

7/16/2021

This document describes machine-to-machine (M2M) communication to enable cooperation between two or more participating entities or communication devices possessed or controlled by those entities. The cooperation supports or enables performance of the dynamic driving task (DDT) for a subject vehicle with driving automation feature(s) engaged. Other participants may include other vehicles with driving automation feature(s) engaged, shared road users (e.g., drivers of manually operated vehicles or pedestrians or cyclists carrying personal devices), or road operators (e.g., those who maintain or operate traffic signals or workzones). Cooperative driving automation (CDA) aims to improve the safety and flow of traffic and/or facilitate road operations by supporting the movement of multiple vehicles in proximity to one another. This is accomplished, for example, by sharing information that can be used to influence (directly or indirectly) DDT performance by one or more nearby road users. Vehicles and infrastructure elements engaged in cooperative automation may share information, such as state (e.g., vehicle position, signal phase), intent (e.g., planned vehicle trajectory, signal timing), or seek agreement on a plan (e.g., coordinated merge). Cooperation among multiple participants and perspectives in traffic can improve safety, mobility, situational awareness, and operations. However, nothing in this document is intended to suggest that driving automation requires such cooperation in order to be performed safely. Cooperative strategies may be enabled by the sharing of information in a way that meets the needs of a given application. The needs may be expressed in terms of performance characteristics, such as latency, transmission mode (e.g., one-way, two-way), range, privacy and security, and information content and quality. There are several potential technologies for communicating information between the subject vehicle and other participants. This document focuses on application-oriented functionality and does not imply the need for or require any specific functionality associated with communications protocols or the open systems interconnection model layers in a protocol stack. This document addresses the operational and tactical timescales of dynamic driving on ADS-operated vehicles, and excludes strategic functions such as trip scheduling and selection of destinations and waypoints. This information report is intended to facilitate communication and awareness for the design and anticipated development and validation of cooperative driving automation.

Cooperative Driving Automation(CDA) Committee

Taxonomy and Definition of Safety Principles for Automated Driving System (ADS)

J3206_202107 (Current)

7/7/2021

This SAE Information Report classifies and defines a harmonized set of safety principles intended to be considered by ADS and ADS-equipped vehicle development stakeholders. The set of safety principles herein is based on the collection and analysis of existing information from multiple entities, reflecting the content and spirit of their efforts, including: SAE ITC AVSC Best Practices CAMP Automated Vehicle Research for Enhanced Safety - Final Report RAND Report - Measuring Automated Vehicle Safety: Forging a Framework U.S. DOT: Automated Driving Systems 2.0 - A Vision for Safety Safety First for Automated Driving (SaFAD) UNECE WP29 amendment proposal UNECE/TRANS/WP.29/GRVA/2019/13 On a Formal Model of Safe and Scalable Self-Driving Cars (Intel RSS model) SAE J3018 This SAE Information Report provides guidance for the consideration and application of the safety principles for the development and deployment of ADS and ADS-equipped vehicles. This SAE Information Report is not intended to encompass all aspects of system-level safety for an ADS-equipped vehicle, including communication with other traffic participants. Addressing all identified safety principles is intended to support, but not fully ensure, comprehensive system-level safety. As an SAE Information Report, this document is non-normative, imposes no requirements, and does not address: Requirements for methodology, metrics, and/or acceptance thresholds. Ethics-related safety principles, or any link between the safety principles defined in this document and ethical studies/frameworks. Conformance with safety principles for purposes of liability and/or fault assignment. As ADS technology and deployment are expanded in the future, this document may be reconsidered for future revision including normative requirements.

On-Road Automated Driving (ORAD) committee

Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor Vehicles

J3016_202104 (Current)

4/30/2021

This document describes [motor] vehicle driving automation systems that perform part or all of the dynamic driving task (DDT) on a sustained basis. It provides a taxonomy with detailed definitions for six levels of driving automation, ranging from no driving automation (Level 0) to full driving automation (Level 5), in the context of [motor] vehicles (hereafter also referred to as “vehicle” or “vehicles”) and their operation on roadways: Level 0: No Driving Automation Level 1: Driver Assistance Level 2: Partial Driving Automation Level 3: Conditional Driving Automation Level 4: High Driving Automation Level 5: Full Driving Automation These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of driving automation features equipped on [motor] vehicles in a functionally consistent and coherent manner. “On-road” refers to publicly accessible roadways (including parking areas and private campuses that permit public access) that collectively serve all road users, including cyclists, pedestrians, and users of vehicles with and without driving automation features. The levels apply to the driving automation feature(s) that are engaged in any given instance of on-road operation of an equipped vehicle. As such, although a given vehicle may be equipped with a driving automation system that is capable of delivering multiple driving automation features that perform at different levels, the level of driving automation exhibited in any given instance is determined by the feature(s) that are engaged. This document also refers to three primary actors in driving: the (human) user, the driving automation system, and other vehicle systems and components. These other vehicle systems and components (or the vehicle in general terms) do not include the driving automation system in this model, even though as a practical matter a driving automation system may actually share hardware and software components with other vehicle systems, such as a processing module(s) or operating code. The levels of driving automation are defined by reference to the specific role played by each of the three primary actors in performance of the DDT and/or DDT fallback. “Role” in this context refers to the expected role of a given primary actor, based on the design of the driving automation system in question and not necessarily to the actual performance of a given primary actor. For example, a driver who fails to monitor the roadway during engagement of a Level 1 adaptive cruise control (ACC) system still has the role of driver, even while s/he is neglecting it. Active safety systems, such as electronic stability control (ESC) and automatic emergency braking (AEB), and certain types of driver assistance systems, such as lane keeping assistance (LKA), are excluded from the scope of this driving automation taxonomy because they do not perform part or all of the DDT on a sustained basis, but rather provide momentary intervention during potentially hazardous situations. Due to the momentary nature of the actions of active safety systems, their intervention does not change or eliminate the role of the driver in performing part or all of the DDT, and thus are not considered to be driving automation, even though they perform automated functions. In addition, systems that inform, alert, or warn the driver about hazards in the driving environment are also outside the scope of this driving automation taxonomy, as they neither automate part or all of the DDT, nor change the driver’s role in performance of the DDT (see 8.13). It should be noted, however, that crash avoidance features, including intervention-type active safety systems, may be included in vehicles equipped with driving automation systems at any level. For automated driving system (ADS) features (i.e., Levels 3 to 5) that perform the complete DDT, crash mitigation and avoidance capability is part of ADS functionality (see also 8.13).

On-Road Automated Driving (ORAD) committee

V2X Connectivity with ROS for AD Applications

2021-01-00604/6/2021

Increased levels of autonomy requires an increasing amount of sensory data for the vehicle to make appropriate decisions. Sensors like camera, Lidar and Radar will help to perceive the surroundings, exposing nearby objects and blind spots within the line of sight. With V2X connectivity, vehicles communicate to other vehicles and infrastructure using wireless communications even in non-line of sight conditions. This paper presents an approach to utilize a V2X system to develop Automated Driving (AD) features in a Robot Operating System (ROS) environment. This was achieved by developing ROS drivers and creating custom messages to enable the communication between the V2X system and vehicle sensors. The developed algorithms were tested on FEV’s Smart Vehicle Demonstrator. The test results show that the proposed V2X automated driving approach has increased reliability compared to that of camera, Radar and Lidar based autonomous driving.

Yedida, Siddhartha, Paudyal, Ajay, Matta, Sherif, Tasky, Tom

Motion Estimation of Connected and Automated Vehicles under Communication Delay and Packet Loss of V2X Communications

2021-01-01074/6/2021

The emergence of the connected and automated vehicle (CAV) technology enables numerous advanced applications in our transportation system, benefiting our daily travels in terms of safety, mobility, and sustainability. However, vehicular communication technologies such as Dedicated Short-Range Communications (DSRC) or Cellular-Based Vehicle-to-Everything (C-V2X) communications unavoidably introduce issues like communication delay and packet loss, which will downgrade the performances of any CAV applications. In this study, we propose a consensus-based motion estimation methodology to estimate the vehicle motion when the vehicular communication environment is not ideal. This methodology is developed based on the consensus-based feedforward/feedback motion control algorithm, estimating the position and speed of a CAV in the presence of communication delay and packet loss. The simulation study is conducted in a traffic scenario of unsignalized intersections, where CAVs coordinate with each other through V2X communications and cross intersections without any full stop. Game engine-based human-in-the-loop simulation results shows the proposed motion estimation methodology can cap the position estimation error to ±0.5 m during periodic packet loss and time-variant communication delay.

Wang, Ziran

Arrangement and Control Method of Cooperative Vehicle Platoon

2021-01-0113

4/6/2021

With the development of cellular communication technology and for the sake of reducing drag resistance, the multi-lane platoon technology will be more prosperous in the future. In this article, the cooperative vehicle platoon method on the public road is represented. The method’s architecture is mainly composed of the following parts: decision-making, path planning and control command generation. The decision-making uses the finite state machine to make decision and judgment on the cooperative lane change of vehicles, and starts to execute the lane change step when the lane change requirements are met. In terms of path planning, with the goal of ensuring comfort, the continuity of the vehicle state and no collision between vehicles, a fifth-order polynomial is used to fit every vehicle trajectory. In terms of control command generation module, a model predictive control algorithm is used to solve the multi-vehicle centralized optimization control problem. We use the two DOF vehicle model to simulate vehicle dynamics. The front wheel angle and acceleration or braking commands of multiple vehicles are optimized to ensure that the vehicle can well follow the trajectory of the vehicle which is calculated by the control command generation module. At the same time, the energy consumed by performing steering, acceleration and deceleration is also minimized. Finally, in the simulation process, we simulate one direction two lanes scenario. The result shows that the proposed method can effectively handle multi-lane platoon re-configuration scenario.

Chen, Guosheng, Wu, Jian, Li, Shuai, Zhang, Jinghua, Du, Zhiqiang, Wang, Guojun, Chen, Zhicheng

rtyeuy testing testing testing

SAE-PP-003172/19/2021

workflow - take 2

2.0.116 - Emission Optimization Approach to Meet the Current Indian Emission Norm Without EGR Cooling for a Vehicle Equipped with Common Rail Diesel Engine

SAE-PP-003142/19/2021

In India, diesel engine powered vehicles are finding rising demand due to the subsidy offered on diesel. Currently, BS-IV emission norm (equivalent to E-IV in Europe) is in existence. To meet this emission norm, OEM look for improved engine design, use of common rail injection system, advanced after treatment. In the current article, a methodology is demonstrated by which the required emissions on multipurpose vehicle (MPV) powered with 2.2L common rail injection system was met with no need of EGR cooling. This was achieved by identifying the operating points from the BS-IV emission cycle where EGR cooling is beneficial. The next step involves assessing the loss of function due to its removal. The final step involves strategies which can bring the original optimized value of NOx-PM. Removal of EGR cooling avoids the cooling of intake charge and reduces the HC and CO emission. Also, it gets rid of complication in the under bonnet packaging and leads to maintenance free operation. This resulted in overall reduction of the precious metal loading on the catalytic convertor by 50% from its value in the production. Thus, the overall cost saving of 3.5% of the total engine cost was achieved without losing the functional requirement.

Mutagaana, Festo

testing rc-2255

SAE-PP-003132/19/2021

testing rc-2255

csp1071 test Construction of The Traffic Law and Regulation Framework for Automated Driving

SAE-PP-002902/18/2021

Road automated driving as a new generation of information technology and the integration of the transport industry's development has become a new round of global scientific and technological innovation and industrial transformation. This technology will promote the continuous upgrading of the field of road traffic. At present, the government, enterprises, and investors all take this as the goal and direction to accelerate automated driving in China. A reasonable traffic law and regulation system is required to promote the healthy development of automatic driving and fully release scientific and technological innovation subjects' vitality. Until now, China has formulated an official rule concerning the road testing of automated driving. According to this rule, no passenger and freight transportation can be officially applied using automatic vehicles. Therefore, this paper tries to construct the traffic law and regulation framework to promote automated driving development. This paper firstly summarizes the profound reform of automated driving on the road traffic industry in terms of vehicles, infrastructure, practitioners, and transportation services. Based on China's current administrative rules and traffic regulations, the legal and institutional obstacles in automatic driving are analyzed. This paper proposes a traffic law and regulation framework to promote the development of automated driving. The proposed framework can help the transport authority administrate automated driving in legal identity, demonstration application, transportation operation, practitioner management, and scene management. Finally, the policy suggestions to help develop automated driving are put forward. Through enhanced supervision, mutual recognition of qualification, regulation mode innovation, ecosystem construction, and multi-party cooperation, the automated driving market and partners' vitality can be significantly stimulated

SintzADMIN, Jeneane, Anthony, Lindsay

7.0.108 - Challenges Faced for Parameterization & Validation of a Small Gasoline Engine Plant Model for Application of EMS Development

SAE-PP-002842/4/2021

Control algorithm development for typical Engine Management System is a challenging task. To develop a reliable control algorithm, proper closed loop testing environment is required. In such development activity, it is of prime importance to validate the algorithm on a standalone target engine. This can be achieved in engine test cell where the actual engine will be controlled by prototype ECU. But this process has drawbacks like higher testing cost, time consuming, non-reusability of test bed etc. Simulation based engine plant model development for closed loop ECU testing is an effective technique for such application. Various generic engine models are available for such application.to suit a particular target engine these model need to be parameterized with precise engine data. The vehicle parameters used for parameterization are typically obtained from actual test and engine design data. This paper elaborates the process and challenges faced while parameterization and validation of engine plant model in simulation environment and steps followed while parameterizing a two cylinder gasoline engine to suit EMS development. Simulations were carried out in Model In Loop (MIL) and Hardware In Loop (HIL). Validation results were compared with actual vehicle data from dynamometer trials and are presented in corresponding sections.

Lname, Fname

7.0.107 - Design and Development of Capacitance Type Level Sensor for Automotive Vehicle Application

SAE-PP-002832/4/2021

Fuel level sensor is a device to indicate the level of the fuel in fuel tank fitted in an automobile. This will have features to communicate the fuel level to the dashboard of the vehicle and is of significant attention to the driver during vehicle usage. The advanced instrumentation provides a lot of information on the dashboard display such as information about fuel level, computing mileage, miles to go or miles to empty, fuel economy, average mileage, etc. Presently, the float arm type with Thick Film Resistor(TFR) and Reed switch type fuel level sensors are being used. To have accurate information for computing, the present sensors are not supporting due to its limitations like nonlinearity, fluctuating output due to slosh, output variations in steps and not continuous. The measurement accuracy of the fuel level sensor needs to be focused to rely on the information available on the dashboard instrument. Hence, it is vital to have a sensor with better reliability, accuracy and adaptability. Capacitance technology based level sensor is identified for development as one of the solutions to meet the demands of the above requirements and this paper portrays the complete perspective and design methodology of capacitance based fuel level sensor. The basics of capacitance measurement, design concepts, design validations, proto-type results are elaborated in this paper.

Lname, Fname

6.0.104 - Warm Forming of 3t Mg Alloy Sheet for An Automotive Electronic Compressor Case

SAE-PP-002602/4/2021

Recently, the applications of magnesium alloy to automobile and electric parts have been increased because of its high specific strength, excellent machinability, high electrical and thermal conductivity. The efforts of automobile industry to reduce fuel consumption by using lightweight structural materials have accelerated the deep drawing technology of magnesium alloy sheet. In the present study, the basic study to fabricate an automotive compressor case have been carried out. In order to apply ductile fracture criterion to predict the forming failure, critical damage values were determined from uniaxial tensile tests and FE simulations, and then they were expressed as the function of strain rate and temperature. The proposed methodology was applied to design the deep drawing process for fabrication of magnesium automotive compressor case without any defect. Based on the simulation and experimental results, AZ31 EL-cover part 39% lighter than ADC12 die casting EL-cover could be fabricated by warm deep drawing process.

Mutagaana, Festo

Construction of The Traffic Law and Regulation Framework for Automated Driving

SAE-PP-002462/3/2021

MobrxivNonAdmin, Lindsay

1.1.216 - Tailored Design and Layout for Loss Minimization or Cost-Effective Commonality of Parts - A Contradictory Conflict

SAE-PP-002422/3/2021

In order to minimize the development and production costs in the automotive industry, despite steadily increasing variety of models and applications offered by the OEMs, the pressure on standardization of components and production processes is increasing continuously. As a direct consequence, modular engine families are already established with high degrees of common parts and kits as well as standardized interfaces for all vehicle platforms by most manufacturers these days. At the same time, the world adopted and announced massive legal demands concerning the reduction of CO2 emissions for the entire vehicle fleet. In addition to the optimization of the combustion process, the exhaust gas aftertreatment and thermal management, the use of improved and more resilient materials for higher reduction of mechanical friction leads to a significant amount of the realized lowering in fuel consumption respective CO2 emissions. Significant future potential for friction reduction and loss minimization is expected to result from, for example, one for the particular application optimized, on-demand component dimensioning and tailored calibrations. This dedicated fine-tuning approach is contrary to the widely spread application of a clear common part strategy. In the course of this paper the question will be discussed whether the additional cost of a component diversification can be justified within an engine family in contradiction to a best cost approach by using the scaling effects of parts communization.

Mutagaana, Festo

1.1.204 - Cost Effective Emergency Intimation System Design for Automobiles

SAE-PP-002192/2/2021

The death toll due to traffic accidents in India is on a rise, according to the latest Road Transport ministry report, a total of 4.97 lakh road accident was reported in 2011. Though compared to 2010, the accidents have gone down by 1,945, the number of deaths at 1,42,485 has increased by over 7,000.[1] This paper proposes a design of an Emergency Intimation System (EIS) tailored to fit for Indian consumer needs and available infrastructure. EIS is an emergency alert technology devised to assist drivers and passenger in an event of vehicle crash. Majority of deaths are caused by slow accident response time. EIS is aimed to lower this response time and ensure that the required rescue and medical services are made available in time. This device employed to make this emergency alerts will be fitted into the vehicle Electrical and Electronics (E/E) architecture and will have interfaces with crash sensor network, CAN network and GSM etc. In an event of crash, this device shall send an SMS to In Case of Emergency contacts identified by the vehicle owner. The SMS shall comprise of information like location (Vehicle co-ordinates), airbag deployment status and time stamp (Minimum Set of Data).

Mutagaana, Festo

2.0.104 - Tackling Three Critical Issues of Transportation: Environment, Safety and Congestion Via Semi-autonomous Platooning

SAE-PP-002142/1/2021

In recent years, platooning emerged as a realistic configuration for semi-autonomous driving. In the SARTRE project, simulation and physical tests were performed to validate the platooning system not only in testing facilities but also in conventional highways. Five vehicles were adapted with autonomous driving systems to have platooning functionalities, enabling to perform platoon tests and assess the feasibility, safety and benefits. Although the tested system was in a prototype, it demonstrated sturdiness and good functionality, allowing performing conventional road tests. First of all the fuel consumption decreased up to 16% in some configurations and different gaps between the vehicles were tested in order to establish the most suitable for platooning in terms of safety and economy. Additionally, the platooning technology enables a new level of safety in highways. Around 85% of the accident causation is the human factor. With platooning, the human factor is reduced almost entirely, making it a more efficient and safer system. With platooning, the traffic flow is more homogeneous with several vehicles travelling at the same speed and therefore accident situations are less probable while helping to maintain a steady traffic flow with no stop and go situations. For the same reason, the traffic flow is more manageable enabling advanced traffic management. Thus, the traffic congestion can be reduced and, again, reducing another source of emissions. All the potential advantages of a platooning technology which has been developed and tested are studied in this paper through test results and simulations.

Mutagaana, Festo

050 - Diesel Combustion Characteristics of Coconut Oil Ester Fuels

SAE-PP-001881/30/2021

In order to improve the cold flow properties of coconut oil biodiesel and to reduce the lifecycle CO2 emission by using bio-alcohol at biodiesel manufacturing, varying the types of alcohol used at transesterification was examined. The pour point of coconut oil ester decreases as the carbon number of alcohol increases. Among 5 ester fuels, the pour point of coconut oil isobutyl ester (CiBE) made from isobutanol is lowest, −12.5 °C, compared to that of coconut oil methyl ester (CME), highest, −5 °C. The pour point of coconut oil 1-butyl ester (CBE) is −10 °C, second lowest. Furthermore, CBE, CiBE, CME and JIS No.2 diesel fuel (gas oil) were tested using a DI diesel engine. CBE and CiBE have shorter ignition delay compared to the gas oil although slightly longer than CME. CBE and CiBE have the same thermal efficiency and NOx emissions compared to the gas oil. HC, CO and Smoke emissions of coconut oil ester fuels slightly increase when the ester molecule carbon number increases. However, these exhaust emissions are lower than that of the gas oil. From the experimental results, it is concluded that CBE and CiBE are good alternative diesel fuels.

Mutagaana, Festo

Optional Pass-Thru Features

J2534-2_202012 (Current)

12/14/2020

SAE J2534-1 defines a standard vehicle network interface that can be used to reprogram emission-related control modules. However, there is a need to support vehicles prior to the 2004 model year, as well as non-emission related control modules. The SAE J2534-2 document meets these needs by detailing extensions to API version 04.04 of the SAE J2534-1 specification. It is not required for an interface to be fully compliant with API version 04.04 of the SAE J2534-1 specification to implement some of the features specified in this document. Together, these extensions provide the framework for a common interface to protect the software investment of the vehicle OEMs and scan tool manufacturers. Only the optional features will be described by this document and are based on the December 2004 publication of SAE J2534-1.

Vehicle E E System Diagnostic Standards Committee

ITIS Phrase Lists (International Traveler Information Systems)

J2540/2_202012 (Current)12/6/2020

This standard provides a table of textual messages meeting the requirements for expressing International Traveler Information Systems (ITIS) phrases commonly used in the ITS industry. The tables provided herein follow the rules of SAE J2540 and therefore allow a local representation in various different languages, media expressions, etc., to allow true international use of these phrases. The phrases are predominantly intended for use in the description of traffic-related events of interest to travelers and other traffic practitioners. Other phrases exist for other specific specialty areas of ITS, and all such phrases follow a set of encoding and decoding rules outlined in SAE J2540 to ensure that the use of these phrases in messages remain interoperable between disparate types of user equipment. Implementers are cautioned to obtain the most recent set of tables by means of the ITS data registry, a process which involves SAE and other standards-setting organizations, and which is intended to maintain and enhance the level of harmonization among ITS standards set by each of the organizations. This standard defines the normative index values to be used to provide phrases needed by ITS practitioners. This standard provides non-normative textual phrases which MAY be used by implementers to ensure intelligible results. This standard follows the formats and rules established in SAE J2540 in the expressions, manipulations, and use of such tables. It should be pointed out that within the rules established by this standard, a variety of final tables are all considered “conformant” with the standard, and may vary as fits the needs of implementers.

V2X Core Technical Committee

ITIS Phrase Lists (International Traveler Information Systems)™ SET File

J2540/2SET_202012 (Current)12/6/2020

You may also be interested in: ITIS Phrase Lists (International Traveler Information Systems)™ the J2540/2 PDF ITIS Phrase Lists (International Traveler Information Systems)™ J2540/2 ASN file that includes the ASN file (ZIP format) - download purchase only.

V2X Core Technical Committee

ITIS Phrase Lists (International Traveler Information Systems)™ ASN File

J2540/2ASN_202012 (Current)12/6/2020

You may also be interested in: ITIS Phrase Lists (International Traveler Information Systems)™ the J2540/2 PDF ITIS Phrase Lists (International Traveler Information Systems)™ Set includes the J2540/2 ASN file and the J2540/2 PDF (ZIP format) - download purchase only.

V2X Core Technical Committee

Candidate Improvements to Dedicated Short Range Communications (DSRC) Message Set Dictionary [SAE J2735] Using Systems Engineering Methods

J3067_202010 (Current)

10/6/2020

This document is not a standard, it is a candidate for a standard being submitted to SAE for their consideration as a comment to SAE J2735. The term SAE J2735 SE candidate is used within this document to refer to this submission. This document specifies dialogs, messages, and the data frames and data elements that make up the messages specifically for use by applications intended to utilize the 5.9 GHz Dedicated Short Range Communications for Wireless Access in Vehicular Environments (DSRC/WAVE, referenced in this document simply as “DSRC"), communications systems. Although the scope of this Standard is focused on DSRC, these dialogs, messages, data frames and data elements have been designed, to the extent possible, to be of use for applications that may be deployed in conjunction with other wireless communications technologies. This standard therefore specifies the definitive message structure and provides sufficient background information to allow readers to properly interpret the message definitions from the point of view of an application developer implementing the messages according to the DSRC Standards.

V2X Communications Steering Committee

Aircraft Asset Lifecycle and Digital Data Standards Overview

AIR7501 (Current)

9/18/2020

This SAE Aerospace Information Report (AIR) reviews technical, operational, and maintenance data being exchanged between key stakeholders in aerospace asset lifecycle and data standards available for such exchanges. It identifies gaps and non-availability of data standards in certain areas. The scope of the current document is limited to aircraft operations, maintenance and disposal stages post-build phase, and does not include the detailed interactions during the aircraft build phase.

G-31 Electronic Transactions for Aerospace Committee

V2X Communications Message Set Dictionary

J2735_202007 (Historical)

7/23/2020

This SAE standard specifies a message set, and its data frames and data elements, for use by applications that use vehicle-to-everything (V2X) communications systems. While the data dictionary was originally designed for use over DSRC, this document is intended to be independent of the underlying communications protocols used to exchange data between participants in V2X applications.

V2X Core Technical Committee

V2X Communications Message Set Dictionary™ Set

J2735SET_202007 (Historical)7/23/2020

This Abstract Syntax Notation (ASN.1) File is the precise source code used for SAE International Standard J2735. As part of an international treaty, all US ITS standards are expressed in "ASN.1 syntax". ASN.1 Syntax is used to define the messages or "ASN specifications". Using the ASN.1 specification, a compiler tool produces the ASN library which will then be used to produce encodings (The J2735 message set uses UPER encoding). The library is a set of many separate files that collectively implement the encoding and decoding of the standard. The library is then used by any application (along with the additional logic of that application) to manage the messages. The chosen ASN tool is used to produce a new copy of the library when changes are made, and it is then linked to the final application being developed. The ASN library manages many of the details associated with ASN syntax, allowing for subtle manipulation to make the best advantage of the encoding style. The J2735 Standard specifies a message set, and its data frames and data elements, specifically for use by applications intended to utilize the 5.9 GHz Dedicated Short Range Communications for Wireless Access in Vehicular Environments (DSRC/WAVE, referenced simply as "DSRC") communications systems. The ASN.1 integrates software for validation of telecommunications and networking. Although the scope of this Standard is focused on DSRC, this message set, and its data frames and data elements, have been designed, to the extent possible, to be of potential use for applications that may be deployed in conjunction with other wireless communications technologies as well. This Standard therefore specifies the definitive message structure and encoding and provides sufficient background information to allow readers to properly interpret the message definitions from the point of view of an application developer implementing the messages according to the DSRC Standards. You may also be interested in: V2X Communications Message Set Dictionary™ the J2735 PDF V2X Communications Message Set Dictionary™ J2735 ASN file includes the ASN file (ZIP format) - download purchase only Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ the J2945/2 PDF Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ J2945/2 ASN file that includes the ASN file (ZIP format) - download purchase only. Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ Set includes the J2945/2 ASN file and the J2945/2 PDF (ZIP format) - download purchase only. Requirements for Road Weather Applications™ the J2945/3 PDF Requirements for Road Weather Applications™ J2945/3 ASN file that includes the ASN file (ZIP format) - download purchase only. Requirements for Road Weather Applications™ Set includes the J2945/3 ASN file and the J2945/3 PDF (ZIP format) - download purchase only.

V2X Core Technical Committee

V2X Communications Message Set Dictionary™ ASN file

J2735ASN_202007 (Historical)7/23/2020

This Abstract Syntax Notation (ASN.1) File is the precise source code used for SAE International Standard J2735. As part of an international treaty, all US ITS standards are expressed in "ASN.1 syntax". ASN.1 Syntax is used to define the messages or "ASN specifications". Using the ASN.1 specification, a compiler tool produces the ASN library which will then be used to produce encodings (The J2735 message set uses UPER encoding). The library is a set of many separate files that collectively implement the encoding and decoding of the standard. The library is then used by any application (along with the additional logic of that application) to manage the messages. The chosen ASN tool is used to produce a new copy of the library when changes are made, and it is then linked to the final application being developed. The ASN library manages many of the details associated with ASN syntax, allowing for subtle manipulation to make the best advantage of the encoding style. The J2735 Standard specifies a message set, and its data frames and data elements, specifically for use by applications intended to utilize the 5.9 GHz Dedicated Short Range Communications for Wireless Access in Vehicular Environments (DSRC/WAVE, referenced simply as "DSRC") communications systems. The ASN.1 integrates software for validation of telecommunications and networking. Although the scope of this Standard is focused on DSRC, this message set, and its data frames and data elements, have been designed, to the extent possible, to be of potential use for applications that may be deployed in conjunction with other wireless communications technologies as well. This Standard therefore specifies the definitive message structure and encoding and provides sufficient background information to allow readers to properly interpret the message definitions from the point of view of an application developer implementing the messages according to the DSRC Standards. You may also be interested in: V2X Communications Message Set Dictionary™ the J2735 PDF V2X Communications Message Set Dictionary™ Set includes the J2735 ASN file and the J2735 PDF (ZIP format) - download purchase only. Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ the J2945/2 PDF Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ J2945/2 ASN file that includes the ASN file (ZIP format) - download purchase only. Dedicated Short Range Communications (DSRC) Performance Requirements for V2V Safety Awareness™ Set includes the J2945/2 ASN file and the J2945/2 PDF (ZIP format) - download purchase only. Requirements for Road Weather Applications™ the J2945/3 PDF Requirements for Road Weather Applications™ J2945/3 ASN file that includes the ASN file (ZIP format) - download purchase only. Requirements for Road Weather Applications™ Set includes the J2945/3 ASN file and the J2945/3 PDF (ZIP format) - download purchase only.

V2X Core Technical Committee

Vehicle Level Validation Test Procedures for V2V Safety Communications

J2945/1A_202007 (Current)7/8/2020

This document provides vehicle-level data collection, data analysis, and data verification procedures that may be used to verify that an instrument under test (IUT) satisfies the vehicle-level requirements specified in the SAE International (SAE) J2945/1 standard. For the purposes of this recommended practice, “vehicle-level requirements” primarily consist of those requirements which can be verified external to the vehicle. The IUT for these procedures is a configured dedicated short range communications (DSRC) vehicle-to-vehicle (V2V) device as defined in SAE J2945/1 and is installed on a light vehicle. While the IUT is conceptually separated from the vehicle it is installed on, the tests outlined in this document are primarily vehicle-level so the terms “vehicle” and “IUT” can generally be considered interchangeable. Additionally, non-vehicle-level complementary tests, not included in this document, are required to verify that the entire set of requirements specified in SAE J2945/1 is satisfied. This document also includes a traceability matrix to provide traceability between SAE J2945/1 sections and the test procedures. This can be used to ensure thoroughness of testing coverage. The SAE J2945/1 sections that are included in the scope of this revision in this document are indicated in Table 1. SAE J2945/1 major section numbers that are indicated as N/A do not contain any requirements (subsections may include requirements). Sections that are not in scope, such as standards profiles, are expected to be tested and verified as part of device-level certification, prior to vehicle-level testing, which is the primary focus of this document.

V2X Core Technical Committee

Aircraft Ground Deicing/Anti-Icing Training and Qualification Program

AS6286B (Historical)

6/11/2020

This document establishes the minimum training and qualification requirements for ground-based aircraft deicing/anti-icing methods and procedures. All guidelines referred to herein are applicable only in conjunction with the applicable documents. Due to aerodynamic and other concerns, the application of deicing/anti-icing fluids shall be carried out in compliance with engine and aircraft manufacturers’ recommendations. The scope of training should be adjusted according to local demands. There are a wide variety of winter seasons and differences of the involvement between deicing operators, and therefore the level and length of training should be adjusted accordingly. However, the minimum level of training shall be covered in all cases. As a rule of thumb, the amount of time spent in practical training should equal or exceed the amount of time spent in classroom training.

G-12T Training and Quality Programs Committee