Browse Topic: Buses

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J1939 Digital AnnexJ1939DA_201402 (Current)12/8/2025
The J1939 Digital Annex The J1939 Digital Annex, introduced in August 2013, offers key J1939 technical data in an Electronic Spreadsheet that can be easily searched, sorted, and adapted to other formats. J1939DA contains all of the SPNs (parameters), PGNs (messages), and other J1939 data previously published in the SAE J1939 top level document. J1939DA also contains all of the SLOTs, Manufacturer ID Codes, NAME Functions, and Preferred Addresses previously published in the SAE J1939 top level and the J1939-71 document. J1939DA contains the complete technical details for all of the SPNs and PGNs previously published in the SAE J1939-71 document. For all other SPNs and PGNs which are published in a document other than SAE J1939-71, J1939DA lists only basic details along with a reference to the document that contains the complete technical details. J1939DA replaces, and expands upon, the 1939 Companion Spreadsheet (CS1939), which was last published through November 2012. The data fields included in J1939DA for PGNs are: PGN Parameter Group Label Acronyn EDP DP PF PGN Length PS PGN Description Multipacket Transmission Rate PGN Data Length Default Priority PGN Reference PGN Document The data fields included in J1939DA for SPNs are: SPN SPN Name SPN Description SPN Length Resolution Offset Data Range Operational Range Units SLOT Identifier SPN Type SPN Reference SPN Document The J1939 Digital Annex is current through Fourth Quarter 2013 and can be purchased separately or as part of the SAE J1939 Standards Collection on the Web.
Truck Bus Control and Communications Network Committee
TESTING PACKAGE OVERWRITE: Aerodynamic Investigation by Computational Fluid Dynamics to Exterior Design Modifications in a Simplified Bus Model2023-01-50031/4/2023
Abstract Exterior design modifications have crucial importance on vehicle aerodynamics. Therefore, it makes one of the key parameters to achieve to reduce the fuel consumption in diesel-, CNG-, and hybrid-powered engines and increase the range of electric vehicles (EVs). The slightest change in the vehicle exterior design can directly affect the vehicle aerodynamics. Thus, four different parameters (front windshield angle, front diffuser angle, rear diffuser angle, and fillet [bending] on the rear and front top) are reviewed on a conceptual 12 m long bus which is to be designed at Anadolu Isuzu. Computational fluid dynamics (CFD) simulations become a source for comparative evaluations in these studies. Simulations are carried out for all different models with a realizable k-epsilon turbulence model and enhanced wall treatment wall function. In conclusion, a positive aerodynamic effect is observed with parameters that are the windshield, front diffuser angle, and fillet on the rear and front top ends. On the other hand, a negative aerodynamic effect is observed when rear diffuser angle is applied. All simulations are compared based on drag coefficient values. The front windshield angle is found the most influential parameter on a conceptual vehicle design that can be provided a drag coefficient reduction of up to 51%.
Özcan, Onur, Yıldız, Alp Eren
Upper Coupler Kingpin - Commercial Trailers and SemitrailersJ700_202011 (Current)11/12/2020
This SAE Standard applies to upper coupler kingpins for commercial trailers and semitrailers in the unladen condition. See Figure 1. A 90 degree ± 1 degree angle extends (in all directions) from the centerline of the kingpin to the upper coupler plate surface within a 48.26 cm (19 inch) radius. The upper coupler plate surface should not bow downward (convex) more than 0.635 cm (1/4 inch) within a 48.26 cm (19 inch) radius or more than 0.3175 cm (1/8 inch) at a radius of 25.4 cm (10 inches) from the kingpin. The upper coupler plate surface should not bow upward (concave) more than 0.15875 cm (1/16 inch) within a 48.26 cm (19 inch) radius. (See Figure 2.)
Truck and Bus Total Vehicle Steering Committee
Wheel ChocksJ348_202010 (Current)10/19/2020
This SAE standard presents the basic information required for the design and manufacture of a wheel chock.
Truck and Bus Tire Committee
Truck and Bus Grade Parking Performance Test ProcedureJ360_202008 (Historical)8/19/2020
This SAE Recommended Practice establishes methods to determine grade parking performance with respect to: a. Ability of the parking brake system to lock the braked wheels. b. The vehicle holding or sliding on the grade, fully loaded or unloaded. c. Applied manual effort. d. Unburnished or burnished brake lining friction conditions. e. Down and up grade directions.
Truck and Bus Brake Systems Committee
Air Reservoir Capacity Performance Guide—Trucks and BusesJ1609_202006 (Historical)6/5/2020
This SAE Recommended Practice establishes performance guidelines of the air reservoir systems used on trucks, towing trucks, truck-tractors, trailers, and converter dollies with GVWRs over 10 000 lb designed to be used on the highway. NOTE: Compliance with this document does not guarantee compliance with the air reservoir requirements of FMVSS 121.
Truck and Bus Brake Supply and Control Components Committee
Chromaticity Requirements for Ground Vehicle Lamps and Lighting EquipmentJ578_202004 (Current)4/29/2020
This SAE Standard defines and provides a means for the control of colors employed in motor vehicle external lighting equipment, including lamps and reflex reflectors. The document applies to the overall effective color of light emitted by the device in any given direction, and not to the color of the light from a small area of the lens. It does not apply to pilot, indicator, or tell-tale lights.
Lighting Standard Practices Committee
Congestion-busting with Autonomous Shuttles20AVEP03_103/1/2020
GoMentum is safety-testing two Local Motors shuttles at AAA's expansive NorCal proving grounds and new V2X lab. It was uneventful when an eight-passenger, low-speed driverless shuttle crawled at about 10 mph (16 km/h) toward the intersection at the GoMentum Station AV proving grounds in Concord, Calif. The crisp morning temperatures didn't get any more exciting when a mechanical pedestrian-dummy intentionally moved in the self-driving vehicle's path. The shuttle's six lidars, six radars and two military-grade GPS units brought the slow-moving vehicle gently to a stop within a courteous distance usually not granted by human drivers. The demo was dull for the handful of journalists on hand. But Jay Rogers, the chief executive of Local Motors-the producer of the shuttle dubbed “Olli” - was bubbling with enthusiasm. Rogers believes that the potential for low-speed connected and autonomous shuttles outweighs the promise of conventional vehicles transformed into full-stack robo-taxis.
Berman, Bradley
Air Brake Actuator Test Performance Requirements - Truck and BusJ2318_202002 (Current)2/10/2020
This procedure provides test performance requirements for service, spring applied parking, and double diaphragm combination air brake actuators with respect to durability, function, and environmental performance when tested in accordance to SAE J1469.
Truck and Bus Brake Actuator Committee
EDITORIAL: Hop on the hydrogen highway19TOFHP12_0612/1/2019
Two years ago at the inaugural North American Commercial Vehicle (NACV) Show in Atlanta, a recurring theme from nearly every truck manufacturer and supplier press conference was vehicle uptime, along with the various telematics and connectivity solutions that enable fleet managers to keep their trucks on the road. While these certainly were important topics at this year's NACV Show, the dominant takeaway from the Georgia World Congress Center was that alternative propulsion is top of mind for many industry players. Navistar launched a new business unit, NEXT eMobility Solutions, to deliver customized electrification solutions in the truck and school bus markets. The business unit, which will be based in the Detroit area, took little time to make a splash, revealing a prototype electric version of the International MV Series medium-duty vehicle, the eMV. The concept is powered by an electric motor with 474 kW peak power and 300 kW continuous power and is designed to accommodate battery-capacity options ranging from 107 to 321 kWh. Navistar says customers operating a truck with a 321-kWh battery in typical pickup-and-delivery cycles should expect a range of 250 miles (400 km) on a single charge.
Gehm, Ryan
Akasol packs industry-leading energy density into new battery design19TOFHP12_0812/1/2019
Projecting the market for full-electric and hybrid-electric commercial vehicles will continue to expand, Germany-based lithium-ion battery specialist Akasol recently announced production-readiness of a newly-developed battery pack that sets an energy-density benchmark. The company's president also confirmed Akasol will build a manufacturing facility in the Detroit area targeted to begin production in mid-2020. Akasol has a 30-year history of producing battery systems for buses and other commercial vehicles, as well as railway and marine applications. President Roy Schulde says the new American plant is being constructed primarily to build battery packs for buses constructed by European-brand customers doing business in the U.S. The company already claims Europe's largest commercial-vehicle lithium-ion battery production facility.
Visnic, Bill
Parking Brake Drawbar Pull Test Procedure - Truck and BusJ1729_201910 (Current)10/17/2019
This SAE Recommended Practice provides a test method and instructions for measuring performance of parking brakes on air- or hydraulic-braked vehicles equipped with in-wheel or drive-line parking brakes. This procedure applies to truck-tractors, trailers, trucks, and buses.
Truck and Bus Brake Systems Committee
TERMINAL JUNCTION SYSTEM, TERMINAL JUNCTION BLOCKS, SECTIONAL, BUSSING MODULES, FEEDBACK TYPE, SIZE 22-16, SERIES IIAS81714/61A (Historical)10/1/2019
AE-8C2 Terminating Devices and Tooling Committee
Q&A19TOFHP10_1310/1/2019
CNH Industrial is separating its On-Highway (commercial vehicles and powertrain) and Off-Highway (agriculture, construction and specialty vehicles) segments into two listed entities, as part of its new five-year 2020-2024 business plan, “Transform 2 Win.” CEO Hubertus M. Mühlhäuser and other CNH executive leaders made the announcement Sept. 3 at its Capital Markets Day event at the New York Stock Exchange (NYSE). The spin-off of its On-Highway assets-Iveco, Iveco Bus and Heuliez Bus commercial-vehicle brands and the FPT Industrial powertrain business-is expected to be completed in early 2021. According to Mühlhäuser, the move results from an extensive portfolio review that revealed the two businesses have diverging regulatory and customer requirements and are impacted differently by four accelerating industry megatrends: digitalization, automation, alternative propulsion and servitization.
Gehm, Ryan
Comparative Analysis between American and European Requirements for Electronic Stability Control (ESC) Focusing on Commercial Vehicles2019-01-21419/15/2019
Analysis of road accidents has shown that an important portion of fatal crashes involving Commercial Vehicles are caused by rollovers. ESC systems in Commercial Vehicles can reduce rollovers, severe understeer or oversteer conditions and minimize occurrences of jackknifing events. Several studies have estimated that this positive effect of ESC on road safety is substantial. In Europe, Electronic Stability Control (ESC) is expected to prevent by far the most fatalities and injuries: about 3,000 fatalities (-14%), and about 50,000 injuries (-6%) per year. In Europe, Electronic Stability Control Systems is mandatory for all vehicles (since Nov. 1st, 2011 for new types of vehicle and Nov. 1st, 2014 for all new vehicles), including Commercial Vehicles, Buses, Trucks and Trailers. On 2015, NHTSA published Federal Motor Vehicle Safety Standard (FMVSS) No. 136, Electronic Stability Control systems for heavy vehicles, requiring Electronic Stability Control (ESC) systems on truck tractors and buses with a gross vehicle weight rating greater than 11,793 kilograms (26,000 pounds) for implementation in 2017. In South America, CONTRAN Resolution 641/2016 establishes mandatory installation of Electronic Stability and Rollover Control in Commercial Vehicles, including Trailers (Jan. 1st, 2022 for new types of vehicle and Jan. 1st, 2024 for all new vehicles). However there isn’t a Brazilian standard to validate the system and its performance shall comply with ECE R13 (Annex 21) or FMVSS 136, as applicable. This paper shows a technical review regarding ESC function, its impact on Commercial Vehicles and clarifies the different systems available for trucks and trailers, considering the differences between stability control systems - full stability and roll-only stability. In addition it will show a comparative analysis between American and European requirements and procedures to validate these vehicles safely.
Iombriller, Silvia Faria, Bolognesi Prado, Wesley, Silva, Marco Andre
TERMINAL JUNCTION SYSTEM, TERMINAL JUNCTION BLOCKS, SECTIONAL, BUSSING MODULES, FEEDBACK TYPE, SIZES 22-12, SERIES IIAS81714/60C (Historical)9/10/2019
AE-8C2 Terminating Devices and Tooling Committee
Brake Rating Power Requirements - Truck and BusJ257_201907 (Current)7/18/2019
The minimum performance values in this SAE Recommended Practice are applicable to vehicles with brake systems having typical service pressure ranges 0 to 16.6 MPa (0 to 2400 psi) hydraulic or 0 to 945 kPa (0 to 135 psi) air only. SAE J880 not only provides for determining maximum brake rating power capability, but also permits verification of any desired or arbitrary level such as the requirement established herein. The determining criteria for deciding brake rating power capability are: a. Cold brake stopping ability. b. Fade as a result of brake power absorption. c. Hot brake stopping ability following brake power absorption. d. Brake system stability following brake power absorption. e. Functional and structural integrity of brake system following test.
Truck and Bus Brake Systems Committee
Delivering on Autonomous Transport19AVEP07_127/1/2019
Einride ramps up industry partnerships and on-road demos of its all-electric self-driving truck that's missing one thing: a cab for the drivers. “Data is the most efficient propellant.” This expression underpins the founding in 2016 of the Swedish startup Einride. The fledgling tech company currently is partnering with well-established transport-intensive companies, at an increasingly accelerated rate, to run its cab-less autonomous truck, the T-pod, at their facilities and even on public roads. These activities are coordinated by intelligent routing software that integrates customer data, traffic data, vehicle data, etc., to optimize delivery time, battery life and energy consumption. The first commercial deployment of the T-pod, which Einride claims is the first truck specifically designed for electric propulsion and autonomous driving, occurred in spring 2019 at a DB Schenker facility in Jönköping, Sweden. Ericsson and Telia made the installation of the autonomous electric transportation (AET) system possible via 5G-based connectivity at the site.
Gehm, Ryan
Analyzing Field Environments to Understand Product Failure Causes2019-01-14776/5/2019
Product failures often require expensive repairs or replacements. Over-engineering adds to recurring costs and its success is uncertain if the failure’s cause is not understood. Engineers need in-depth knowledge before attempting a re-design. This case study focuses on bus seat failures that occasionally occur in the field but are not predicted by current industry standard tests in the lab. The goal was to collect comprehensive field vibration data and analyze that data to understand the failure’s causes. The study used accelerometers placed at various points in multiple seating configurations and across multiple field environments. Analysis identified transmissibility issues between axes of motion, as well as a seat configuration with higher reliability.
Vande Kamp, Jade
Acceleration Testing of 2000 Van Hool 45 Foot Motor Coach2019-01-04314/2/2019
The time/distance relationship for a motor coach accelerating from a stop is often needed to accurately assess the events leading up to a collision. Several series of tests were conducted to document the low speed acceleration performance of a 45 foot long 2000 Van Hool motor coach equipped with a Cummins ISM engine and an Allison B500 6-speed automatic transmission. These tests included three load configurations and two different acceleration rates, normal and rapid. Data were gathered with a Racelogic VBOX IIIi.
Grimes, Wesley, Balasa, Jonathan, Wilcoxson, Greg
Pure Electric Vehicles Simulation Using Powertrain Energy Estimator Tool2019-01-03674/2/2019
This paper describes first, the use of Powertrain Energy Estimator (PEE) tool to simulate and analyze the performance of the Pure Electric Vehicles (PEV’s) with all the powertrain components. The PEE uses basic physics calculations and measured components performance with the available vehicle parameters to model and simulate any conceptual PEV. The tool calculates the predicted torques, speeds, voltages, efficiency and power passed from one component to another then saves all the simulation results in a database for further user’s analysis. Secondly, we present a methodology to estimate the maximum power capacity required for PEV driving electric machine (E-Motor). The estimation approach is based on creating a power map, which combines the contour lines for all power levels over vehicle speeds/road climbing grades required for the PEV powertrain driving component (E-Motor) to meet all the vehicle’s performance requirements. The evaluation of the power map uses the vehicle’s specifications and performance requirements. The performance requirements are mainly cover the maximum vehicle speed, acceleration time and road climbing grade. Two types of PEV platform applications are considered in this paper for simulation and analysis: A 10 meters Rear Wheel Drive (RWD) commercial PEV transit bus with two speeds transmission gearbox, the second application is a typical Front Wheel Drive (FWD) OEM PEV passenger car with a single speed transmission gearbox.
Al-Assadi, Salem, McConnell, Jason
Acceleration Testing of 2011 MCI J4500 45 foot Motor Coach2019-01-04094/2/2019
The time/distance relationship for a motor coach accelerating from a stop is often needed to accurately assess the events leading up to a collision. Several series of tests were conducted to document the low speed acceleration performance of a 45-foot long 2011 MCI J4500 motor coach equipped with a Detroit Diesel Series 60 engine and a ZF AS Tronic 12-speed automatic transmission. These tests included three load configurations and two different acceleration rates, normal and rapid. Data were gathered with a Racelogic VBOX IIIi.
Grimes, Wesley, Wilcoxson, Greg, Balasa, Jonathan
Modelling and Control of a Hybrid Urban Bus2019-01-03544/2/2019
This paper describes the development and on-vehicle validation testing of next generation parallel hybrid electric powertrain technology for use in urban buses. A forward-facing MATLAB/Simulink powertrain model was used to develop a rule-based deterministic control system for a post-transmission parallel hybrid urban bus. The control strategy targeted areas where conventional powertrains are typically less efficient, focused on improving fuel economy and emissions without boosting vehicle performance. Stored electrical energy is deployed to assist the IC engine system leading to an overall reduction in fuel consumption while maintaining vehicle performance at a level comparable with baseline conventional IC engine operation. Regenerative braking is integrated with the existing braking systems on the vehicle, and the control system tailored to maximise the amount of energy recuperated during deceleration events and accelerator pedal lift off without adversely impacting on the normal behaviour of the vehicle. The control system was implemented on both prototype single (Streetlite) and double-deck (Streetdeck) vehicle configurations for real vehicle testing with partner Wrightbus. The hybridisation has reduced equivalent CO2 emissions by 34% (single-deck)/ 35% (double-deck) over the conventional Euro VI diesel vehicle on the Low Carbon Vehicle Partnership UK bus cycle (based on London Bus Route 159). These results compare favourably with alternative powertrain technologies currently available with similar certification. Moreover, the next generation hybrid urban bus has several distinct advantages as it is less restricted by infrastructure, range, or terrain issues, and has a comparatively lower purchase price point. Hybrid bus technologies offer the option of maintaining existing service levels without significant modifications to operations or budgets while achieving significant reductions in average fleet emissions.
Murtagh, Martin, Early, Juliana, Stevens, Gary, Cunningham, Geoffrey, Douglas, Roy, Best, Robert
Gasoline fuels growing number of commercial vehicles19TOFHP04_094/1/2019
Biodiesel may be the top alternative fuel for work truck fleets, according to the 2019 Fleet Purchasing Outlook Survey conducted by the National Truck Equipment Association (NTEA), but another “alt fuel” is gaining momentum in certain commercial vehicle (CV) segments: good old gasoline. Survey respondents listed biodiesel, at 16%, as their top alternative, followed by E85 and electric hybrid trucks, including plug-in hybrids. Extended range electric and propane/autogas both increased usage compared to 2018 results.
Gehm, Ryan
TERMINAL JUNCTION SYSTEM, TERMINAL JUNCTION BLOCKS, SECTIONAL, BUSSING MODULES, FEEDBACK TYPE, SERIES IIAS81714/60B (Historical)2/15/2019
AE-8C2 Terminating Devices and Tooling Committee
Accelerating SENT Troubleshooting and Debug Using an OscilloscopeTBMG-338382/15/2019
The SENT (Single Edge Nibble Transmission) bus continues to gain acceptance across the automotive industry and is widely used to transmit high-resolution readings from powertrain sensors to an electronic control unit (ECU). SENT is formally specified by SAE International and is often referred to as SAE-J2716. As with most automotive serial protocols such as CAN and LIN, it is a low- cost, noise-immune system; however, SENT differs from the other standards as it is a fairly lightweight, high-speed, point-to-point, one-way protocol specifically designed for real-time feedback from critical operational measurement sensors.
SAE Truck & Off-Highway Engineering: February 201919TOFHP022/1/2019
Over-the-air affair Remote updating of software and firmware on commercial trucks and off-highway machines is on the rise, not only for maintenance functions but also to add new features like operator-assist technology. Developments in engine-based gensets With demand for generator sets steady and regulatory change settling, suppliers can rationalize their offerings and push improvements in areas like noise abatement and economy. Testing, testing and even more testing The commercial-vehicle market is eager to adopt more ADAS and automated-driving innovations, but before those technologies get to the road they must first pass rigorous testing practices that prove their efficacy. Smart and connected powertrains FPT Tech Day reveals multi-power Cursor X concept, other "4.0 innovations" for hydrogen fuel cell, electric and natural gas propulsion. Editorial Medium-duty trucks make headway- and headlines Volvo CE, Skanska demonstrate concept electric site Argus responds over-the-air to combat new cyber threats SAE updates J3016 automated-driving graphic Tekscan goes fast-track with its high-speed tire scanning Emerson proposes electric-powered heat pumps for school buses Caterpillar Ventures invests in Fisker for electric future Deere displays ag equipment at CES to tout software, AI tech Q&A Tenneco talks 'clean air' tech, trends
Effects of Kingpin Inclination and Caster Angle on Kinematics and Lateral Dynamics of Long Wheelbase School Bus2019-26-02191/9/2019
Camber angle of steered wheels varies with steering angle as a function of the kingpin inclination angle (KPIA) and caster angle. Thus, the aim of the study herein was to understand the possibility of control of KPIA and caster angle and thus also control camber angle during turn. Hence a detailed study has been done to evaluate the effects of KPIA and caster angle on kinematics and lateral dynamics of the school bus. TruckSim® simulation tool has been used to carry out a simulation study on an 8.5 tonne 6.45 m wheelbase bus model. This open loop study was done to evaluate individual and combined effects of the aforementioned input variables on camber angle which directly influences the kinematic and dynamic response of the bus. Thus, for both KPIA and caster angle variation, handling response metrics were studied for three different manoeuvres, namely straight path driving, steady-state circles and double lane change. The handling response metrics which were analysed include radius of turn, tyre side-slip angles, body slip angle, steering effort as well as aligning moments and forces at tyre road contact. Furthermore, the effect on understeer gradient was evaluated to understand the variation in handling behaviour of the bus with respect to changes in input variables. To determine the effects of caster angle and kingpin inclination angle on the above-mentioned handling metrics, the design of experiments (DOE) has been carried out. A full factorial DOE for a 2-variable (caster angle and KPIA) and 5-level simulation was done to understand the trend of the output parameters. Validation of the results from this work has been done against work presented in the literature. Thus, the outcome of the work helps in assessing the sensitivity of handling response metrics to the input variables discussed here.
Jambukar, Sagar, Chandramohan, Sujatha
Florida's Babcock Ranch and the Future of Autonomous Communities19AVEP01_111/1/2019
An 18,000-acre development in southwest Florida seeks to be the model for short-range autonomous mobility and sustainable power for it all. A population boom over the last century has transformed the landscape of southwestern Florida, adapting it to the automobile. Thousands of square miles of palm groves, wetlands and scrub have given way to highways, driveways and parking lots. Isolated from this tangle of pavement between Port Charlotte and Ft. Myers is Babcock Ranch, which has remained stubbornly green. On an 18,000-acre tract within this green patch, a developer named Syd Kitson is pioneering a new and sustainable model for development in Florida and stepping past the century-old order of the automobile age. His mobility strategy features a fleet of autonomous cars shuttling residents on demand. While widespread use of such electric pods is still years away, Kitson predicts that within a decade at Babcock Ranch, “people will go from two cars to one. And soon after that, to none.”
Baker, Stephen
Introduction to Autonomous Trucking and Platooning TechnologyC191312/19/2018
Vehicle automation and intelligent transportation systems will be the cornerstones of sustainable smart cities of the future. People movers seem to be at the heart of technology development, field trials and on-road testing, and strategic business partnerships when it comes to connectivity and automated driving. Majority of the focus has been on unmanned operation and door-to-door service in urban environments and not on highways. Highways are relatively simpler to handle from an engineering stand-point, but vehicles typically operate at higher speeds, so the cost of accidents is worse. This is very applicable for Class 8 trucks that are hauling loads (i.e., heavy), big, and fast. At the same time, most of the truck maneuvering, especially on highway is pretty straightforward (i.e., maintaining a highway lane, usually the slowest one, with limited lane change maneuvers). It is also easy to contemplate how automating buses (where the routes are fixed) or construction equipment (in confided areas) make sense from a safety and economics point-of-view. This leads to the “Heavy metal first” hypothesis, where we explore why automation in the heavy-duty sector and industrial machines may happen sooner. Some truck OEMs and technology companies have been exploring truck automation. While some have explored concepts such as truck platooning (automated driving with a human in the cab), others have been testing fully autonomous trucks in customer operations. This course is intended to cover the basics of connected automation and provide a ringside view of everything happening in the area of truck automation with special focus on platooning including, but not limited to technology development, field trials, opportunities, and challenges facing the wide scale deployment of such systems.By attending this seminar, you will be able to: Recognize application scenarios for platooning to trucks and buses Appreciate the synergy between connectivity and automated driving systems Gain a solid understanding of the relationship between the different levels of vehicle automation Develop the ability to appreciate the impacts of automation on existing business operations Identify the complications with safely introducing automation on public roads 2 Days CEUs
Fifth Wheel Kingpin, Heavy Duty - Commercial Trailers and SemitrailersJ848_201812 (Current)12/17/2018
This SAE Recommended Practice applies to fifth wheel kingpins for heavy-duty commercial trailers and semitrailers, used for off-highway operation or in hauling heavy loads (see Figure 1).
Truck and Bus Total Vehicle Steering Committee
FMVSS 105 Inertia Brake Dynamometer Test Procedure for Vehicles Above 4540 kg GVWRJ2684_201812 (Current)12/5/2018
This Recommended Practice is derived from the FMVSS 105 vehicle test and applies to two-axle multipurpose passenger vehicles, trucks, and buses with a GVWR above 4540 kg (10000 pounds) equipped with hydraulic service brakes. There are two main test sequences: Development Test Sequence for generic test conditions when not all information is available or when an assessment of brake output at different inputs are required, and FMVSS Test Sequence when vehicle parameters for brake pressure as a function of brake pedal input force and vehicle-specific loading and brake distribution are available. The test sequences are derived from the Federal Motor Vehicle Safety Standard 105 (and 121 for optional sections) as single-ended inertia-dynamometer test procedures when using the appropriate brake hardware and test parameters. This recommended practice provides Original Equipment Manufacturers (OEMs), brake and component manufacturers, as well as aftermarket suppliers, results related to brake output, friction material effectiveness, and corner performance in a laboratory-controlled test environment. The test sequences include different dynamic conditions (braking speeds, temperature, and braking history as outlined in the FMVSS 105); inertia loads equivalent to the vehicle’s LLVW and GVWR; fully operational, partial failure, and failed system conditions. All applicable sections of the FMVSS 105 are included. Optional sections include: parking brake output, water recovery, TP-121D dynamometer retardation, and 32 km/h (20 mph) stops to simulate Federal Motor Carrier Safety Administration (FMCSA) requirements. This recommended practice does not evaluate or quantify other brake system characteristics such as wear, noise, judder, ABS performance, or braking under extreme temperatures or speeds. Minimum performance requirements are not part of this recommended practice. Consistency and margin of pass/fail of the minimum requirements related to stopping distance or equivalent deceleration levels of the FMVSS 105 vehicle test can be assessed as part of the project in coordination with the test requestor when using the appropriate vehicle information and vehicle dynamics modeling. Nevertheless, this procedure and its results do not replace the vehicle-level test to demonstrate compliance to FMVSS (105 for hydraulic brake systems, or 121 for air-over-hydraulic brake systems), or other mandatory regulations (like ECE R13 or equivalents).
Truck and Bus Hydraulic Brake Committee
SAE Truck & Off-Highway Engineering: October 201818TOFHP1010/1/2018
Are higher voltage architectures imminent? As the limitations of current 12V architectures become more apparent, the commercial vehicle industry could be on the verge of adopting 48V. The only question is, will improvements in other technologies offer something better? Sensing changes in autonomous trucks Requirements for sensors and controls for commercial vehicles differ significantly from those used for cars. Many paths lead to reduced emissions A wide range of ICE technologies are needed to meet increasingly stringent emissions regulations. Quotes from COMVEC 2018 Industry leaders spoke extensively about all things autonomous-ADAS, big data, connectivity, cybersecurity, machine learning-at the annual SAE event. Here's some of what they had to say. Fuel-cell Class 8-take 2.0 With a longer-range and more-refined fuel cell-powered heavy-duty truck, Toyota aims to eventually eliminate emissions from trucks serving increasingly congested California ports. Editorial Bring innovation, disruption in-house Adding 3D printing to design, manufacturing processes Upstream devoted to truck cybersecurity threats Jacobs employs cylinder deactivation in HD engines to lower CO2, NOx Emissions reductions continue to disrupt CV industry Mercedes doubles down on electric vans and buses, considers fuel cells Off-road bus from Torsus transports to hard-to-reach places Q&A Perkins pursues plug-and-play connectivity
Real Driving NO x Emissions from Euro VI Diesel Buses2018-01-18159/10/2018
Since 2013, Euro VI heavy-duty on-road vehicles have been on the market in the Europe. Regulated exhaust emissions, including nitrogen oxides and particulate matter, have been cut down to a very low level, independent of fuel (diesel or natural gas). Multiple research papers have shown that the regulated emissions from the Euro VI and US 2010 heavy-duty on-road vehicles tested on chassis dynamometers really deliver emission levels which correspond the type approval requirements, independent of the test cycle used. In-service conformity (ISC), which is included in the Euro VI legislation, requires heavy-duty on-road engine manufacturers to test and prove their engines to comply with the emission legislation during the engine in-use period. The measurements are carried out in the field using PEMS (Portable Emission Measurement System) equipment. This kind of testing, depicting real-world emissions is the final stage to confirm low real-life emissions. Although there is evidence that the exhaust aftertreatment systems of Euro VI heavy-duty on-road engines work well on an average, there is only a limited data of city buses covering their functionality over longer operation periods, especially not at lower ambient temperatures. Especially reduction of nitrogen oxides in the SCR-system (Selective Catalytic Reduction) is sensitive to SCR catalyst operation temperature, and also to impurities transferred from engine oil or fuel. This paper present results of a unique combination of chassis dynamometer measurements, on-road PEMS measurements and continuous NOx-emission monitoring during operation in winter condition from four Euro VI diesel city buses operating in the Helsinki metropolitan area. Based on the research done, four Euro VI city buses monitored and measured during the project showed decreased NOx conversion rate and increased tailpipe NOx emissions when operating in ambient temperatures below 0 °C. Especially in ambient temperatures below −10 °C, the continuous monitoring showed dramatically increased tailpipe NOx concentrations.
Söderena, Petri, Nylund, Nils-Olof, Pettinen, Rasmus, Mäkinen, Reijo
The Bus TOO TOUGH to Die18AERP09_029/1/2018
The venerable MIL-STD-1553B bus has survived remarkably well even as other more advanced solutions gained wide acceptance in the last few years. However, the fact remains that its maximum data rate of 1 Mb/s is orders of magnitude too slow for today's data-intensive systems, so logic dictates that it will soon fade away. That may be a logical assumption, but it's likely to prove wrong, for several reasons. The most obvious is that MIL-STD-1553B continues to fly on at least 30,000 aircraft, as well as on commercial and military ships, and is widely used in industrial and other applications. The situation is analogous to the International Space Station (where it's also present). The ISS was expected to “last” until 2015 but when it arrived, ISS lifetime projections were extended to 2020 and then to 2024, and the latest consensus is 2028.
Hearn, Mark
The Bus Too Tough to DieTBMG-329119/1/2018
The venerable MIL-STD-1553B bus has survived remarkably well even as other more advanced solutions gained wide acceptance in the last few years. However, the fact remains that its maximum data rate of 1 Mb/s is orders of magnitude too slow for today’s data-intensive systems, so logic dictates that it will soon fade away. That may be a logical assumption, but it’s likely to prove wrong, for several reasons.
Tech Briefs: September 201818AERP099/1/2018
Enhanced SATCOMs for Unmanned Aerial Systems The Bus Too Tough to Die Combating Infrared Threats on the Battlefield Optical Interconnect Design Challenges in Space High-Performance Computing for the Next-Generation Combat Vehicle Merging Antenna and Electronics Boosts Energy and Spectrum Efficiency Integrated Magneto-Optical Devices for On-Chip Photonic Systems Development of magneto-optical (MO) materials could lead to a range of nonreciprocal optical devices for emerging standardized photonic integrated circuit (PIC) fabrication processes. Low Power Optical Phase Array Using Graphene on Silicon Photonics Electrostatic doping of 2D materials embedded in waveguides could enable ultrafast devices with unprecedented power. Spatial Resolution and Contrast of a Focused Diffractive Plenoptic Camera New technology captures spectral and spatial information of a scene in one snapshot while raising pixel counts and improving image quality. Ultracompact, High-Speed Field-Effect Optical Modulators Conductive oxides-based modulator devices could provide promising candidates for ultra-compact and ultra-fast optical interconnects in future integrated photonic circuits.
A Simplified Analytical/Experimental Method for Evaluating Large Buses and Motor Coaches for Rollover Protection2018-01-50338/27/2018
This paper discusses a simplified analytical/experimental method for evaluating and designing large buses and motor coaches for rollover protection. The proposed method makes use of the work-energy principle in analyzing the energy-absorbing capacity of the roof and sidewall structure of the vehicle. The basic structural unit is treated as a nonlinear, elastoplastic, 4-bar linkage, with the links connected at hinge points. During rollover, the deformation of the structure is focused at these hinge points and energy absorption is achieved through plastic bending and rotation of the hinge material. The proposed method allows the evaluation and design of these plastic hinges to achieve the energy-absorbing requirements for the vehicle. This paper demonstrates the proposed methodology by evaluating an exemplar large bus design against the European ECE-R.66 rollover design standard. This same vehicle was similarly evaluated in a referenced study, using the finite element analysis (FEA) method. The objective of both studies was to determine a minimum weight solution for the vehicle structure. The minimum weight solution must satisfy both the minimum energy absorption requirements and the structural deformation limitations placed on the design by the ECE-R.66 standard. Both a baseline design and an optimized (minimum weight) design were evaluated in this study. The baseline design served as a reference point in determining the weight-saving potential for the vehicle. The FEA results show a weight-saving potential of 78 kg (172 lb) while the simplified, 4-bar linkage model gives a slightly heavier design with a weight-saving potential of 34 kg (77 lb), indicating that the proposed method of analysis is slightly conservative compared to the FEA method.
Pauls, Lonney S.
Automotive Engineering: May 201818AUTP055/3/2018
Testing for cold-climate comfort AE goes way north to the Arctic Circle for an inside look at Hyundai's winter testing of the new Nexo FCV and Kona EV and their unique and critical HVAC systems. Innovation more than skin deep A new wave of engineered plastics are delivering structural, mass-reducing, and aesthetic benefits for new vehicle applications. A secret weapon for roof-crush testing Before you crush that bus or racecar chassis, find out how engineers at CAPE are optimizing test-rig performance. Editorial: Tesla's Model 3 is two very different cars SAE Standards News A hive of activity Supplier Eye Why aren't there more unibody pickups? The Navigator We can't trust humans to supervise machines Acura and ArcelorMittal debut world-first hot-stamped door ring system on 2019 RDX Powertrain analyst: Light-vehicle fleet needs big gains to meet tightening emissions regs Toyota unveils more gasoline ICEs with 40% efficiency IAV using 3D-printed pistons for engine testing 2018 Kona debuts Hyundai's new B-SUV platform Nissan variable-compression engine gets first shot at volume with new 2019 Altima Q&A Honeywell's Geoff Duff talks turbos
Optimization-Based Control Strategy for Large Hybrid Electric Vehicles2018-01-10304/3/2018
Electric vehicles (EVs) have become a hot research topic due to the petroleum crisis and air pollution issues, and Hybrid EVs (HEVs) equipped with engines and motors are popular nowadays due to their advantage over Pure EVs. The energy distribution between the engine and the motor is the major task of the control strategy or energy management for HEVs. Rule-based and optimization-based approaches are developed in this area, but not much work has been done for large-size super-capacitor (SC) equipped HEVs, like Hybrid buses. In this paper, a new optimization-based control strategy for a hybrid bus equipped with SCs as the energy regeneration system is presented. Considering the driving patterns of a bus that is of frequent accelerations and decelerations, it is proposed to characterize each time instant by its speed and acceleration, and the energy distribution is optimized based on these two state variables. To obtain a global solution, genetic algorithm (GA) is utilized for the optimization procedure, and then the obtained solutions are incorporated into a loop-up table for rule-based control. The approach is tested under three levels of load conditions and different driving cycles, and the simulation results show that significant improvements can be obtained after optimization.
Zhou, Jianhua, Li, Mian, Xu, Min
Towards Electrification of Urban Buses Using Model Based Analysis2018-01-04084/3/2018
City buses electrification gains increasing interest as a promising solution for both zero emissions in urban environment and energy consumption minimization. Nevertheless, global spread of battery electric buses may be currently questionable, mainly due to traveling range limitations. In this respect, the aim of this work is to elucidate performance aspects of battery electric powertrain systems for urban buses. Instead of exhaustive testing, cost-effective model based vehicle analysis is proposed for quantifying and understanding electric propulsion system performance and respective vehicle energy consumption. First, an indicative 12-m battery electric urban bus model was developed and its performance was simulated under both steady state conditions, as well as the legislated Braunschweig driving cycle. To get more insight into traveling range controlling factors, sensitivity analysis was performed regarding energy consumption related to passengers load, cabin air-conditioner operation and transmission system design. Overall, simulation results tend to support electric buses high performance in terms of top speed and gradeability at limited energy consumption. On the other hand, auxiliary units operation and transmission system configuration may require optimization to achieve sufficient travelling range.
Skarlis, Stavros, Molos, Theodoros, Skarlis, Michael, Karvountzis-Kontakiotis, Apostolos, Bernatchez, Olivier, Pronovost, Christian
A Technical, Environmental and Financial Analysis of Hybrid Buses Used for Public Transport2018-01-04244/3/2018
This paper presents a technical, financial and environmental analysis of four different hybrid buses operated under Buenos Aires driving conditions. A conventional diesel bus is used as reference and three electric hybrids equipped with different energy storage technologies, Li-Ion, NiMH batteries and double layer capacitors (ultracapacitors), are evaluated, along with a hydraulic hybrid platform which uses high-pressure accumulators as its energy buffer. The operating conditions of the buses are set using real driving GPS data collected from various bus routes within the city. The different vehicle platforms are modeled on AUTONOMIE SA and validated by comparing the obtained fuel consumption results to those reported by local transport authorities and values found in the literature. The embedded energy and CO2 emissions of each platform are estimated using GREET and the total cost of ownership of each vehicle is calculated and compared to that of the conventional bus. Furthermore, aging models are proposed to evaluate the life duration of the batteries and ultracapacitors. Results show that, independent of the energy storage technology, the fuel economy performance of all hybrids is highly dependent on the size and configuration of the powertrain and energy storage components. When optimized, all hybrids achieve significant fuel consumption reductions compared to a conventional diesel bus, however, the ultracapacitor based system seems to outperform the other technologies. The battery based electric buses achieve similar fuel consumption reductions, but the NiMH based batteries shows a considerably shorter life expectancy. This has a significant impact on both the economic and environmental performance of this vehicle. The life cycle emission analysis shows that, given the high fuel consumption of a conventional bus, the additional embedded CO2 emissions of the hybrid vehicles are offseted by the achieved reduction of in-service CO2 emissions due to fuel consumption reductions. Regarding the economic performance of the different platforms, results show that the fuel savings achieved by all hybrids displace the higher capital costs required. Overall, all hybrid buses show a strong potential to reduce both CO2 emissions and costs, resulting in negative costs of CO2 abatement.
Orbaiz, Pedro, van Dijk, Nicolás, Cosentino, Santiago, Oxenford, Nicolas, Carignano, Mauro, Nigro, Norberto Marcelo
Optimization Design of Rear-Engine Bus Cooling System Based on 1D/3D Coupling Simulation2018-01-07714/3/2018
This study investigated the effects of underhood structure parameters (two types of air ducts, two types of inlet grilles and the opening angle of inlet grilles) on the cooling characteristics of the rear-engine bus; then, the optimum design scheme of the underhood was determined. The air-side resistance load of the cooling system, which is based on fan performance, was selected as the optimization objective. Simulations were created based on a porous media model and standard a k-ε model. The next step was to build a 1D/3D coupling simulation to utilize the advantages of 1D simulation’s fast convergence speed and 3D simulation’s extensive research range. Besides, the use of 1D/3D coupling simulation can efficiently avoid the errors of simulation results which arise from the non-uniform airflow on the cooling module. Results show that the airflow rate of the rectangular air duct increased by 7 to 11percent. Compared with the airflow rate of the underhood without an air duct, the air resistance load of an underhood with a rectangular air duct was less than that of an underhood without an air duct. The airflow rate of the vertical bar-shaped grille was higher than that of the horizontal bar-shaped grille, and it was highest at the 45°opening angle. According to the results, the air duct and grille were chosen as the critical design variables. The optimal design scheme of the underhood was obtained by investigating the combined effects of air ducts and inlet grilles on the cooling performance of the engine. When the underhood structure consists of the rectangular air duct and the 45°opening-angle of the vertical bar-shaped grille, the air flow rate attains its maximum state. In addition, the cooling air resistance load becomes lower; the lowering speed of air resistance gets quicker as the vehicle speed accelerates, and it tends to be steady at 90 km/h. The new scheme is effective at improving the cooling capacity.
Hao, Zhenzhen, Ni, Jimin, Shi, Xiuyong
Electrical Requirements for Direct Current Electric ActuatorsTBMG-283432/1/2018
Servo control systems require accurate control of motion parameters such as acceleration, velocity, and position. This requires a controller that can apply current (torque) to accelerate a motor in a given direction, as well as provide an opposing current to decelerate it. When this application of aiding and opposing torque can be carried out in both directions, it is referred to as four-quadrant motor control (Figure 1).
Clutch Requirements for High-Torque Truck and Bus EnginesJ2408_201801 (Current)1/18/2018
Although not limited to, these clutch requirements are normally used on trucks considered as Heavy Duty (Class 8). This SAE Information Report defines and discusses clutch and related component configurations which will become the subject of future SAE Recommended Practices to promote standardization of clutch installations and mounting dimensions for use with pull-type heavy-duty clutches.
Truck and Bus Powertrain Committee
Making the case for battery-electric fleet power17TOFHP12_0312/1/2017
Battery systems edge closer to a tipping point as commercial and heavy-duty fleets broaden their application. Battery-electric power is drawing more and more applications to commercial and heavy-duty fleets as the zero-emission technology edges closer to a tipping point. “We're not at critical mass in any market yet with battery-electric,” said Rick Herndon, Chief Executive Officer of Voltabox of Texas Inc., a manufacturer of Li-ion battery systems. One market undergoing dramatic change is commuter buses. “All the big players recognize they have to have electric, especially for municipal applications,” he said. Herndon and other technology experts spoke with Truck & Off-Highway Engineering during The Battery Show and Electric & Hybrid Vehicle Technology conferences in Novi, MI.
Buchholz, Kami
Designing With MIL-STD-1553B ComponentsTBMG-2793812/1/2017
The interconnected backbone of a MIL-STD-1553B vehicle depends on the electrical and mechanical reliability of the components, the design, and the installation. With the vast array of MIL-STD-1553B specified sub-assemblies, there are factors that can go overlooked for passive components such as couplers, cables, and connectors. Often built with kilometers of wiring, aircraft in particular can be difficult to troubleshoot and must be inspected frequently for potential failures such as intermittent connections, shorts, and corrosion. Still, these passive components that make up the network can be individually assessed to operate with a high level of integrity.
Openings for Six- and Eight-Bolt Truck Transmission Mounted Power Take-OffsJ704_201711 (Current)11/3/2017
The accompanying mounting and gear locations are applicable for all general installations of power take-off on the transmission gear box of motor trucks and tractors where the size of the transmission permits. The heavy-duty type opening can be adapted to the regular-duty type by the use of an adapter with 6.35 mm (0.25 in) flange thickness with appropriate bolt pattern and thread engagement. (See Figures 1 and 2.)
Truck and Bus Powertrain Committee
Autonomous Vehicle Engineering: November 201717AVEP1111/2/2017
Introduction: Welcome to the Revolution Autonomy: the New Age of Automobility The self-driving future brings profound implications for the auto industry-and unprecedented mobility to a lot more people. The Building Blocks of Autonomous Tech Sensors, processors, architecture and communications trends for the self-driving future. Artificial Intelligence Becomes a Reality Automakers could be among the leaders in deploying AI in free-standing, high-reliability environments. But developers must determine how to mitigate undesirable side-effects. Standards Play a Vital Role Developing safe, reliable AVs and their infrastructure requires a robust foundation of standards. SAE's expert explains. A Revolution for Testing The new American Center for Mobility is the ultimate proving ground for real-world testing and validation of autonomous vehicles. Integration, Communication Hurdles to Truck Automation Combining sensors, inter-vehicle communications and controllers poses major challenges in the effort to bring autonomy to commercial trucking. Suppliers Take the Tech Lead Tier 1s and their partners are driving autonomy's technology bus. Six execs talk about their roles. Embracing the Challenge of Smart Cities "Smarter" cities will be better, more-productive places. But development challenges abound. Why America Needs a National Autonomous-Vehicle Development Policy A set of standardized autonomous-vehicle regulations, applicable nationwide, is the best policy structure to encourage AV-specific innovation. Automated Driving: Who Should Regulate What? Traditional state and federal roles in transportation regulation are being tested by autonomy's new vistas. Special Advertising Section: Leaders in Autonomy
Device for and Method of Computer Intrusion Anticipation, Detection, and RemediationTBMG-2780111/1/2017
Initially, relatively powerful computers were constructed as unique mainframes operated by larger corporations on isolated networks. Then, computers with modest amounts of computing power were made available to individuals as standalone personal computers. The computing power of personal computers and the applications for which they could be used were increased by networking them with other computers throughout the world using ancillary devices (e.g., servers, routers, links, switches, hubs, etc.). An arrangement into which computer and ancillary devices are configured is called a topology. There are many different types of topologies (e.g., bus, ring, star, tree, mesh, etc.).
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