Browse Topic: Trucks

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Conceptual Design of Uninhabited Aircraft for Support of Wildfire SuppressionSM-2026-VLADA-51871/27/2026
A 4-rotor uninhabited air vehicle is described, with a primary mission of supporting personnel fighting wildfires. The paper demonstrates the use of technical design tools for a small Uninhabited Aircraft System (sUAS). A description of the design process is provided, including developing requirements, identifying constraints, the software tools employed, and examination of results. The vehicle is capable of delivering more than 20 kg of supplies to a delivery point 10 nm away while penetrating 30 kt winds. The sized vehicle is transportable in a medium-duty pickup truck and can be picked up and moved for ground handling by one or two individuals. The vehicle information will be publicly released for NDARC software users. Future work will examine other requirements, such as maneuvering and gust rejection.
Silva, Christopher, Solis, Eduardo
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
Steering Control Systems - Heavy TrucksJ2425_202111 (Current)11/9/2021
This SAE Recommended Practice describes a laboratory test procedure and requirements for evaluating the characteristics of heavy-truck steering control systems under simulated driver impact conditions, as well as driver entry/egress conditions. The test procedure employs a torso-shaped body block that is impacted against the steering wheel.
Truck Crashworthiness Committee
Driveline Parking Brake Test Procedure for Medium Duty VehiclesJ2690_202110 (Current)10/28/2021
This SAE Recommended Practice establishes uniform test procedures for friction based parking brake components used in conjunction with hydraulic service braked vehicles with a gross vehicle weight rating greater than 4500 kg (10 000 lb). The components covered in this document are the primary actuation and the foundation park brake. Various peripheral devices such as application dashboard switches or indicators are not included. These test procedures include the following: a Brake Related Tests 1 Brake Functional Performance 2 Brake Dynamic Torque Performance 3 Brake Corrosion Resistance 4 Brake Endurance with Torque 5 Brake Endurance without Torque 6 Vibration Resistance 7 Brake Ultimate Static Load 8 Brake Lining Wear Adjuster Function b Actuation Related Tests 1 Mechanical Actuator Functional Performance 2 Mechanical Actuator Endurance 3 Mechanical Actuator Quick Release 4 Mechanical Actuator Ultimate Load 5 Spring Apply Actuator Functional Performance 6 Spring Apply Actuator Operating Temperature Range 7 Spring Apply Actuator Endurance 8 Spring Apply Actuator Corrosion Resistance 9 Spring Apply Actuator On-Off Switch 10 Spring Apply Actuator Vibration
Truck and Bus Hydraulic Brake Committee
On-Highway Equipment Control and Communication NetworkJ1939/1_202109 (Current)9/21/2021
Truck Bus Control and Communications Network Committee
Disc Wheel and Hub or Drum Interface Dimensions - Truck and BusJ694_202104 (Current)4/30/2021
This SAE Recommended Practice contains dimensions and their tolerances concerning disc wheel to hub or drum interface areas for truck and bus applications. Disc wheels designed only for single wheel applications (not dual wheels) for light trucks and special or less common applications are not covered in this document.
Truck and Bus Wheel Committee
J1979-DA, Digital Annex of E/E Diagnostic Test ModesJ1979DA_202104 (Historical)4/21/2021
On-Board Diagnostic (OBD) regulations require passenger cars, and light and medium duty trucks, to support communication of a minimum set of diagnostic information to off-board “generic” test equipment. This document specifies the diagnostic data which may be required to be supported by motor vehicles and external test equipment for diagnostic purposes which pertain to motor vehicle emission-related data. SAE J1979 was originally developed to meet U.S. OBD requirements for 1996 and later model year vehicles. ISO 15031 5 was based on SAE J1979 and was intended to combine the U.S. requirements with European OBD requirements for 2000 and later model year vehicles.
Vehicle E E System Diagnostic Standards Committee
An Online Coverage Path Planning Method for Sweeper Trucks in Dynamic Environments2021-01-00954/6/2021
In this paper, a novel online coverage path planning (CPP) method for autonomous sweeper trucks in closed areas is proposed. This method can efficiently generate executable paths for sweeper trucks that cover all feasible uncleaned areas without getting tracked in dead-end, i.e., no backward behaviors required and avoid dynamic obstacles. To reach that end, a modified biological inspired neuron network method considering vehicle constrains is developed, where the dynamic of each neuron is determined by the shunting function. The path will be iteratively generated based on local neuron dynamics. In order to avoid dead-end, a detour algorithm combing with back iteration is introduced to search the nearest uncleaned area that can be reached within vehicle constrains. The proposed method is empirically approved to be computationally efficient and adaptive to maps with arbitrary shapes. The feasibility of generated paths is validated in simulations, where the pure pursuit method is applied to achieve path following. The truck model in the simulation achieves 100% coverage with reasonable cross-track errors.
Zhang, Weiyang, Sun, Yong, Yu, Wenbo, XU, MENG
Leveraging Risk Tolerances and Simple Kinematics to Quantify Fault Tolerant Time Intervals for Commercial Trucks2021-01-00664/6/2021
The ISO 26262 series of standards for vehicle functional safety codify requirements to avoid unreasonable risk from the failure of electrical or electronic (E/E) systems. E/E failures may cause malfunctioning behavior that manifest as vehicle-level hazardous events. The ISO 26262 second edition includes commercial trucking, which employs significant variation from the passenger car development cycle. The highly distributed nature of E/E system development and integration in commercial trucks complicates forging unified safety concepts. For instance, the Fault Tolerant Time Interval (FTTI) quantifies the minimum time span from the occurrence of a fault to the possible occurrence of a hazardous event. Often, the subjectivity involved in defining unreasonable risk and hazardous event onset frustrates consensus among stakeholders. In order to provide some uniformity in the adoption of ISO 26262 across the commercial truck industry, this paper introduces the Risk Threshold (RT) Method to clarify the boundary between acceptable and unreasonable risk. RT is defined as the acceptable travel distance caused by a malfunctioning behavior. The RT Method includes: Selecting a malfunctioning behavior and a corresponding hazardous event from a Hazard Analysis and Risk Assessment (HARA) Designing a vehicle-level experiment that simulates the hazard Defining a RT that quantifies hazardous event onset Applying kinematic equations using the RT and experimental data to calculate FTTI This paper applies the RT Method to four key hazards: unintended acceleration, unintended motion, unintended direction, and increased stopping distance. For ease of illustration, all motion described in this paper aligns with a truck’s longitudinal axis. The RT Method correlates FTTI to hazardous event onset using objective and repeatable measurements. For commercial trucks, consistently predictable velocity during the FTTI facilitates this correlation. The simplicity of this approach enables stakeholder comparison of differing risk tolerances in terms of RT. Driving consensus on RT then yields a corresponding FTTI.
Jones, Darren K, Awowede, Collins, Ellinger, Michael, Kretz, Angelina, Krishnamoorthy, Jayalekshmi
Studies on Simulation and Real Time Implementation of LQG Controller for Autonomous Navigation2021-01-01084/6/2021
The advancement in embedded systems and positional accuracy with base station GPS modules created opportunity to develop high performance autonomous ground vehicles. However, the development of vehicle model and making accurate state estimations play vital role in reducing the cross track error. The present research focus on developing Linear Quadratic Gaussian (LQG) with Kalman estimator for autonomous ground vehicle to track various routes, that are made with the series of waypoints. The model developed in the LQG controller is a kinematic bicycle model, which mimics 1/5th scale truck. Further, the cubic spline fit has been used to connect the waypoints and generate the continuous desired/target path. The testing and implementation has been done at APS labs, MTU on the mentioned vehicle to study the performance of controller. Python has been used for simulations, controller coding and interfacing the sensors with controller. From the results, it has been confirmed that, the vehicle is able to track the given path within the cross track error of ±0.2m.
Dudekula, Ahammad Basha, Naber, Jeffrey
Occupant Restraint System Evaluation - Lateral Rollover System-Level Heavy TrucksJ2426_202103 (Current)3/1/2021
This SAE Recommended Practice describes the test procedures for conducting simulated dynamic lateral rollover restraint system tests for heavy truck applications. Its purpose is to establish recommended test procedures that will standardize restraint system testing for heavy trucks. Descriptions of the test set-up, test instrumentation, photographic/video coverage, and the test fixtures are included.
Truck Crashworthiness Committee
Wheels/Rims - Truck and Bus - Performance Requirements and Test Procedures for Radial and Cornering FatigueJ267_202102 (Current)2/4/2021
This SAE Recommended Practice provides minimum performance target and uniform laboratory procedures for fatigue testing of wheels and demountable rims intended for normal highway use on trucks, buses, truck-trailers, and multipurpose vehicles. Users may establish design criteria exceeding the minimum performance target for added confidence in a design. The cycle target noted in Tables 1 and 2 are based on Weibull statistics using two parameter, median ranks, 50% confidence level and 90% reliability, and beta equal to two, typically noted as B10C50. For other wheels intended for normal highway use and temporary use on passenger cars, light trucks, and multipurpose vehicles, refer to SAE J328. For wheels used on trailers drawn by passenger cars, light trucks, or multipurpose vehicles, refer to SAE J1204. For bolt together military wheels, refer to SAE J1992. This document does not cover other special application wheels and rims.
Truck and Bus Wheel Committee
Cab Sleeper Occupant Restraint System TestJ1948_202101 (Current)1/27/2021
This SAE Recommended Practice provides a standardized test procedure for heavy-duty truck sleeper berth restraints to determine whether they meet the FMCSR 393.76(h) requirements.
Truck Crashworthiness Committee
Single Conductor Cable for Heavy-Duty Applications - Truck and BusJ2549_202012 (Current)12/4/2020
This SAE Standard establishes the minimum construction and performance requirements for single conductor cable for use on trucks, trailers, and converter dollies.
Truck and Bus Electrical Systems Committee
Inverter Requirements for Class Eight Trucks - Truck and BusJ2697_202011 (Current)11/18/2020
This SAE Recommended Practice is intended to describe the application of single-phase DC to AC inverters, and bidirectional inverter/chargers, which supply power to ac loads in Class heavy duty on-highway trucks (10K GVW). The document identifies appropriate operating performance requirements and adds some insight into inverter selection. This document applies to factory and after-market installed DC-to-AC inverter systems (Including inverter chargers) providing up 3000 W of 120 VAC line-voltage power as a convenience for operator and passenger use. Such inverters are intended to power user loads not essential to vehicle Operation or safety (e.g., HVAC, TV, microwave ovens, battery chargers for mobile phones or laptop computers, audio equipment, etc.). Systems incorporate the inverter itself as well as the input, output, control, and signal wiring associated with the inverter. Requirements are given for the performance, safety, reliability, and environmental compatibility of the system. These are recommended requirements to be used by vehicle manufacturers in the development of their own specifications, which may incorporate more or less stringent requirements. This document scope excludes military vehicles, bus and 28 V systems.
Truck and Bus Electrical Systems Committee
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
Occupant Restraint Dynamic System Evaluation - Frontal Impact Heavy TrucksJ2418_202011 (Current)11/9/2020
This SAE Recommended Practice describes the test procedures for conducting frontal impact restraint tests for heavy truck applications. Its purpose is to establish recommended test procedures that will standardize restraint system testing for heavy trucks. Descriptions of the test set-up, test instrumentation, photographic/video coverage, and the test fixtures are included.
Truck Crashworthiness Committee
Comparative Analysis of Emergency Evasive Steering for Long Combination Vehicles02-13-03-001810/10/2020
This study provides a simulation-based comparative analysis of the distance and time needed for long combination vehicles (LCVs) - namely, A-doubles with 28-, 33-, and 48-ft trailers - to safely exercise an emergency, evasive steering maneuver such as required for obstacle avoidance. The results are also compared with conventional tractor-semitrailers with a single 53-ft trailer. A multi-body dynamic model for each vehicle combination is developed in TruckSim® with an attempt to assess the last point to steer (LPTS) and evasive time (ET) at various highway speeds under both dry and wet road conditions. The results indicate that the minimum avoidance distance and time required for the 28-ft doubles vary from 206 ft (60 mph) to 312 ft (80 mph) and 2.3 s to 2.6 s, respectively. The required LPTS represents a 6% to 31% increase when compared with 53-ft semitrucks. When driving below 76 mph on a dry road and below 75 mph on a wet road, the 28-ft doubles exhibit LPTS and ET that are larger than 33-ft doubles. In addition, the 33-ft doubles exhibit larger LPTS and ET than 48-ft doubles for the highway speeds considered. This is mainly attributed to the longer trailer wheelbase that causes smaller rear trailer amplifications. At speeds higher than 76 mph on dry roads and 75 mph on wet roads, however, an opposite trend is observed. As the trailer length increases, the distance and time needed to safely avoid an obstacle also increase. A comparison between dry and wet road conditions is also conducted, with the results indicating that more time and distance would be needed for obstacle avoidance on wet roads.
Chen, Yang, Zhang, Zichen, Ahmadian, Mehdi
Powertrain Design Optimization for a Range-Extended Electric Pickup and Delivery Truck02-13-03-001410/2/2020
The ongoing electrification and data-intelligence trends in logistics industries enable efficient powertrain design and operation. In this work, the commercial package delivery vehicle powertrain design space is revisited with a specific combination of optimization and control techniques that promise accurate results with relatively fast computational time. The specific application that is explored here is a Class 6 pickup and delivery truck. A statistical learning approach is used to refine the search for the most optimal designs. Five hybrid powertrain architectures, namely, two-speed e-axle, three-speed and four-speed automatic transmission (AT) with electric motor (EM), direct-drive, and dual-motor options are explored, and a set of Pareto-optimal designs are found for a specific driving mission that represents the variations in a hypothetical operational scenario. The modeling and optimization processes are performed on the MATLAB™-Simulink platform. A cross-architecture performance and cost comparison is performed, which shows that two-speed e-axle is the optimal architecture for the selected application.
Anil, Vijay Sankar, Zhao, Tong, Zhao, Mingjie, Villani, Manfredi, Ahmed, Qadeer, Rizzoni, Giorgio
Designing Next Generation Exhaust Aftertreatment Systems Using Machine Learning02-13-03-00169/25/2020
With ever tightening emission standards, the automotive industry is continuously seeking novel ways to improve the aftertreatment system (ATS). Exhaust treatment systems using diesel emission fluid (DEF), in conjunction with selective catalytic reduction (SCR) and diesel oxidation converters (DOC), have been gaining popularity in the heavy equipment industry. Spraying DEF (mixture of urea and water) into the exhaust flow can convert harmful NOx gases into N2 and H2O. Design of ATSs focuses on high evaporation rate and uniform mixing of ammonia at the entrance to the SCR catalyst. This study applied support vector regressor (SVR), a machine learning (ML) method to a database of computational fluid dynamics (CFD) simulations to develop a highly efficient mixer with high heat exchange characteristics. Over 500 mixer designs were evaluated using CFD and were then used to train the SVR model. The trained ML model was then used as a surrogate to the CFD and coupled with the genetic algorithm (GA), an optimization technique, to further refine the design parameters. The optimal design obtained from this methodology showed a remarkable performance improvement compared to the baseline.
Singh, Samrendra K., Braginsky, Daniel, Tamamidis, Panos, Gennaro, Monacelli
Aftermarket Composite Wheels Made of Matrix Material and Fiber Reinforcement Intended for Normal Highway Use - Test Procedures and Performance RequirementsJ3204_202009 (Current)9/9/2020
This SAE Recommended Practice provides minimum performance requirements and uniform procedures for fatigue and impact testing, electrical resistance, and maximum operating temperature (MOT) of wheels intended for normal highway use on passenger cars, light trucks, and multipurpose vehicles.
Wheel Standards Committee
The Effect of Change in Assembly Sequence on Permanent Strain of Cab Suspension Console02-13-02-00118/20/2020
Heavy commercial vehicles play an important role in creating the trade and economic balance of countries. Also, the durability and safety of heavy commercial vehicles come to the fore. Heavy commercial vehicles consist of two parts. These are the chassis area with the equipment that allows the vehicle to move and the cabin section where the driver is located. The cabin area is the most important area that ensures the highest level of driver safety. Considering that the production of trucks is increasing day by day, it is inevitable for companies to increase their R&D activities in the field of cabin and cabin suspension systems for much safer, durable, and comfortable trucks. This study aims to determine the safe torque value of the fasteners and their assembly sequence of the Cab Suspension Console, which is one of the most important connection parts in a truck and which can cause a fatal accident by breaking. In this study, the safe torque value of the fasteners of the cabin suspension console has been determined as 180 ± 15 Nm/180 ± 10 Grad for the outer fasteners and 225 ± 18 Nm/180 ± 10 Grad for the inner fasteners. In addition, two different assembly sequences are determined and permanent strains on the part are measured. At the end of the assembly test, permanent strains on the part and other factors affecting the strain are simulated. According to the results obtained, the assembly sequence with a low permanent strain value is chosen and commissioned in production.
Yildirim, Bariscan, Öztürk, Dogan
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
Trailer Towing Driving Skill CertificationJ3300/2_202005 (Current)5/26/2020
This Recommended Practice is intended to establish a procedure to certify the trailer towing driving skill levels of professional drivers. This certification can be used by the individual driver to qualify their skills when seeking employment or other professional activity. These certification levels may also be used by test facilities or other organizations when seeking test or professional drivers of various skills. This document provides directions for obtaining certification through Probitas Authentication®1 and associated trailer towing driving skill examination requirements. This document is a supplement to SAE J3300, providing information specific to the trailer towing driving skill certification and clarifying the application of the rules set forth in SAE J3300 to the trailer towing certification. While the references, definitions, rules, and guidelines presented in SAE J3300 Sections 1 through 5 apply to the trailer towing certification, they are not repeated in this document.
Driving Skills Standards Committee
Road Load Measurement Using Onboard Anemometry and Coastdown TechniquesJ2263_202005 (Current)5/26/2020
This SAE Recommended Practice establishes a procedure for determination of vehicle road load force for speeds between 115 km/h and 15 km/h (or between 70 mph and 10 mph). It employs the coastdown method and applies to vehicles designed for on-road operation. The final result is a model of road load force (as a function of speed) during operation on a dry, level road under reference conditions of 20 °C (68 °F), 98.21 kPa (29.00 in-Hg), no wind, no precipitation, and the transmission in neutral.
Light Duty Vehicle Performance and Economy Measure Committee
Updating the Grade Severity Rating System (GSRS) for Wyoming Mountain Passes: A Description of Tests and Results02-13-01-00055/13/2020
Truck crashes on Wyoming mountain passes due to brake heating has been a long-standing issue due to the steep downgrades that characterize some routes in the state. The grade severity rating system (GSRS) developed by the Federal Highway Administration (FHWA) to recommend maximum safe speeds has been identified as a viable countermeasure to reducing the incidence of downgrade truck crashes. However, several decades have passed since the GSRS was developed. In the decades since its development, truck features have undergone radical changes in terms of design. The streamlined design of tractors and trailers, use of drag reduction devices, changes in engine features, and adoption of radial tires have led to a reduction in the non-brake forces that retard motion. Truck brakes have also changed along with retarder characteristics. This has meant that maximum safe speeds recommended by the GSRS have been conservative. This article discusses tests and results involved in updating the GSRS. Maximum safe speeds from the updated GSRS model was compared to the previous FHWA model and was found to be higher while allowing for faster descent. The effect of the GSRS on retarder use was also evaluated using the updated model. The updated GSRS model should increase driver confidence in recommended speeds while improving Wyoming mountain pass safety.
Moomen, Milhan, Ksaibati, Khaled
Hybrid Fuzzy-PID Control Development for a Truck Air Suspension System02-13-01-00045/11/2020
A hybrid fuzzy and proportional-integral-derivative (PID) controller is proposed for roll angle handling of a three-axle truck with an active air suspension system. The conventional truck suspension system has four air springs for the rear wheels and two leaf springs for the front wheels, which cannot properly control the pitch angle, and here in this study is upgraded into front air springs. Therefore in the full air suspension system, the pitch angle is controlled by the active suspension system. Roll reduction of a heavy vehicle can improve the ride comfort and rollover tendency of the truck, simultaneously. The relation of air spring pressures and vehicle dynamics is developed in a simple and accurate model. Using this comprehensive model, it is possible to control the variables of vehicle dynamics such as roll, pitch, and height of the truck. The truck air suspension system is examined in step steering, fishhook, and asymmetric rough road (types E and G power spectral density [PSD] road) tests. The fuzzy input is a normalized roll angle and the output is the normalized mass flow rate (of the air springs). Both of the fuzzy input and output have nine membership functions (MFs), which have optimized with the genetic algorithm (GA) method. The optimization cost function is a combination of maximum and integral of the absolute roll angle of the truck sprung mass. Besides, the PID controller is tuned by the Ziegler-Nichols method at the first stage and optimized by the GA method. The results show that the optimized fuzzy controller has good roll performance in a different test; however, the simple PID addition to the fuzzy controller can improve vehicle comfort and stability.
Nazemian, Hossein, Masih-Tehrani, Masoud
SAE J1939 Functional Safety Communications ProtocolJ1939-76_202004 (Current)4/29/2020
This document provides the technical requirements for implementing the SAE J1939 Functional Safety Communication Protocol in a manner determined suitable for meeting industry applicable functional safety standards.
Truck Bus Control and Communications Network Committee
Modeling and Analysis of a Heavy Vehicle with Self-Steering Axle02-13-01-00034/21/2020
Commercial vehicles often incorporate self-steering axles to meet the axle load requirements while providing improved maneuverability, reduced off-tracking, and reduced tire and pavement wear. Market forces promote the design of more efficient self-steering axle products with reduced weight and more features. Manufacturers also work to differentiate their products through unique designs and new concepts. Traditional design methods for self-steering axles include empirical and trial-and-error methods to set the steering mechanism design parameters based on known design baselines and prior experience. For innovative new concepts that are too far from the traditional designs, it is desirable to have alternative ways for evaluating the expected performance. This article introduces a reduced-order model that allows the rapid analysis of the steering dynamic behavior of self-steering axles. The model combines a pendulum-like lateral stiffness model with the axle steering dynamics which are then coupled to suitable reduced-order models for tractor-trailer combinations on which the self-steering axle can be mounted. The proposed model is shown to capture the shimmy behavior of the self-steering axle using phase portraits of the coupled nonlinear system. The model provides a way to identify the important stiffness and damping parameters of steering axle design concepts that are not yet sufficiently developed, and therefore the details required for full multi-body dynamic analysis are not available.
Delorenzis, Damon, Ayalew, Beshah
A New Simulation Approach of Estimating the Real-World Vehicle Performance2020-01-03704/14/2020
Due to the variability of real traffic conditions for vehicle testing, real-world vehicle performance estimation using simulation method become vital. Especially for heavy duty vehicles (e.g. 40 t trucks), which are used for international freight transport, real-world tests are difficult, complex and expensive. Vehicle simulations use mathematical methods or commercial software, which take given driving cycles as inputs. However, the road situations in real driving are different from the driving cycles, whose speed profiles are obtained under specific conditions. In this paper, a real-world vehicle performance estimation method using simulation was proposed, also it took traffic and real road situations into consideration, which made it possible to investigate the performance of vehicles operating on any roads and traffic conditions. The proposed approach is applicable to all kind of road vehicles, e.g. trucks, buses, etc. In the method, the real-road network includes road elevation. The traffic conditions and vehicles parameters were the inputs for traffic simulation. Based on the outputs (speed profiles and elevations) of target vehicles in the traffic simulation, then the real-world performance of the vehicle was achieved by vehicle simulation under the given traffic conditions. The fuel consumption of the vehicle calculated using this method was 34.00 L/100 km under free traffic flow conditions over highway route.
Gao, Jianbing, Chen, Haibo, Chen, Junyan, Dave, Kaushali
Simulation of Aftertreatment Thermal Management Strategies for Low-Load Operation2020-01-03594/14/2020
The low-NOx regulation for heavy duty trucks proposed by California’s Air Resources Board (CARB) will present a significant challenge to truck, engine and aftertreatment system manufacturers. This regulation will include a new test cycle representative of low-load operation. With low-load cycles, NOx conversion by the SCR (selective catalytic reduction) system is limited primarily by the exhaust temperature; thus, thermal management will dominate development. Simulation can be used to examine different thermal management strategies, and to define high-level requirements for new components. In this study, modeling was used to investigate SCR performance on two different low-load cycles, including the one selected by CARB for the low-NOx regulation. First, the “thermal deficit” of the cycle was quantified using a constant heat input. Next, direct heating of the exhaust with a fuel mini-burner or an electric heater, using realistic controls, was simulated to determine their capability to overcome the thermal deficit. For comparison, the performance of a dual-injection SCR system on these cycles was also modeled.
Harris, Thomas
Testing Machines for Measuring the Uniformity of Passenger Car and Light Truck TiresJ332_202003 (Current)3/11/2020
The comfort and fatigue of vehicle passengers is a major engineering consideration. Among the many factors involved are vibratory and auditory disturbances. Tires participate, among other elements of the vehicle, in exciting vibrations and noises. Furthermore, tires also may generate forces leading to lateral drift of the vehicle. This SAE Recommended Practice describes the design requirements for equipment to evaluate some of the characteristic excitations of passenger car and light truck tires which may cause disturbance in vehicles. The kinds of excitations treated result from nonuniformities in the structure of the tire and have their effect when a vehicle bearing the tire travels on a smooth road. This document also describes some broad aspects of the use of the equipment and lists precautionary measures that have arisen out of current experience. The intention underlying these recommendations is to establish a standardized measurement for use by the engineering community. The evidence from years of experience supports the statistical relevance of data obtained using the type of equipment and procedures described. However, mechanical instability of materials in response to temperature, storage conditions, and surface contamination, as well as the previous history of usage, etc., produces variation in vibratory excitations. Thus, the measurements of individual tires are always to a degree of uncertain. Nevertheless, larger values of vibratory excitations are usually well identified, and statistical evaluations of the data usually serve to indicate properly the vibration excitation quality of production lots of tires for those items considered in this document. Criteria of quality which might be based on measurements made under this document follow from the needs of individual engineering applications and are consequently not sufficiently general to be specified here.
Highway Tire Committee
Requirements for Built-in Service Port for On-Board DiagnosticsJ2744_202003 (Current)3/11/2020
This document presents the requirements for a built-in service port to be used in vehicles intended to comply with Enhanced Evaporative Emissions Requirements. The primary function of the Service Port (Valve Assembly-Evaporative Emission Canister Purge Harness Service) is to provide non-destructive access to the evaporative emissions system to enable testing of the integrity of the system. The Service Port is used to introduce air pressure or fuel vapors into, or evacuates them out of, the system. This access may be used for the following evaluations: • Evaporative System Certifications Canister Loading and Purging • End-of-line Testing System Integrity • Service (e.g. OBD MIL on) Leak Location and Repair Verification • In-Use Compliance Testing Canister Loading and Purging • Inspection/Maintenance Testing System Integrity and Purge Check
Fuel Systems Standards Committee
Nissan's 2020 Frontier gets new V6, 9-speed20AUTP03_153/1/2020
More transmission gears and greater engine horsepower should enliven the 2020 Nissan Frontier midsize pickup truck. “We're launching a new transmission and new engine in the current Frontier, and this powertrain will be the heart of the next-generation Frontier coming in 2021,” said Tiago Castro, Nissan North America's director of commercial business unit for pickup trucks, SUVs and vans. Castro spoke with Automotive Engineering during the 2020 Chicago Auto Show. Replacing the current standard 152-hp 2.5-L 4-cylinder and an optional 261-hp 4.0-L V6, the 3.8-L V6's first application is the 2020 Frontier. “We're getting 49 more horsepower with the new V6, which is best-in-class standard horsepower,” Castro said. The new 3.8-L engine's torque, rated at 281 lb-ft (381 Nm), matches the outgoing 4.0-L V.6.
Buchholz, Kami
Lidar in a Flash20AVEP03_063/1/2020
Continental delivers a short-range 3D flash lidar sensor that's expected to find increasing application in commercial vehicles and off-highway machines in 2020. A precise three-dimensional profile of a vehicle's surroundings is a fundamental prerequisite for automated driving. A new high-resolution 3D flash lidar (HFL) sensor developed for use at close range - 50 m (164 ft) or less - delivers on this capability, according to Thomas Laux, head of business development and sales for HFL segment in Continental's Advanced Driver Assistance Systems (ADAS) business unit. “This is automotive grade and solid state, meaning no moving parts. It's a bunch of semiconductors, which is ideal for commercial vehicle and even more so for the off-highway environment - they don't have a lot of hours [of operation] but their environments can be pretty rigorous,” said Laux. The IP6K9K packaging is very important for these applications, he said, as is a 3D Global Shutter feature that eliminates motion distortion and enables persistence mode and geo-registration of point cloud.
Gehm, Ryan
Nikola's FCEV pickup surprise20AUTP03_143/1/2020
Control Performance of Damping and Air Spring of Heavy Truck Air Suspension System with Optimal Fuzzy Control10-04-02-00132/28/2020
The air suspension system of heavy trucks not only improves the vehicle’s ride comfort but also reduces the negative impact on the road surface. In order to evaluate the performance of the control damping (CD) and the control air spring (CAS) of the vehicle air suspension system on the ride comfort and the road friendliness, a three-dimensional (3D) nonlinear dynamic model with 14 degrees of freedom (DOF) of the heavy trucks and optimal fuzzy control (OFC) with control rules optimized by the genetic algorithm (GA) are proposed in this study. The root mean square (RMS) acceleration response of the tractor and the dynamic load coefficient (DLC) at the wheel axles are chosen as objective functions under the various operating conditions. Contrastive analysis of the RMS and DLC values with the passive (P), CD, and CAS methods of the air suspension system is carried out respectively. The research result shows that both the CD and CAS methods remarkably improve the ride comfort and road friendliness of the heavy trucks in comparison with P, especially the CAS method has an obvious effect on mitigating the road damage in comparison with the CD method; conversely the CD method is better than the CAS method to improve the tractor’s ride comfort under different operating conditions.
Nguyen, Vanliem, Jiao, Renqiang, Zhang, Jianrun
Primary and Auxiliary Seven Conductor Electrical Connector for Truck-Trailer Jumper CableJ560_202002 (Current)2/25/2020
This SAE Standard provides the minimum requirements for primary and auxiliary jumper cable plug and receptacle for the truck-trailer and converter dolly jumper cable systems for 12 VDC nominal applications. It includes the test procedures, design, and performance requirements.
Truck and Bus Electrical Systems Committee
15 Pole Connector Between Towing Vehicles and Trailers with 12 Volt Nominal SupplyJ2691_202002 (Historical)2/25/2020
This SAE Standard establishes the minimum construction and performance requirements for a 15 pole connector between towing vehicles and trailers, for trucks, trailers, and dollies, for 12 VDC nominal applications in conjunction with SAE J2742. The connector accommodates both power and ISO 11992-1 signal circuits along with dual ground wires to accommodate grounding requirements within the constraints of the SAE J2691 terminal capacity.
Truck and Bus Electrical Systems Committee
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
Self-driving trucks cut fuel consumption by 10%20TOFHP02_122/1/2020
Enhancing safety and helping combat driver shortages are two benefits that heavy-duty autonomous-truck proponents have preached during development. You can now add significant fuel savings to the list. Results of a new study from the University of California San Diego's Jacobs School of Engineering and TuSimple show that the San Diego-based company's autonomous technology reduces fuel consumption of heavy-duty trucks by at least 10%.
Gehm, Ryan
EDITORIAL: ConExpo: Go big or go home20TOFHP02_062/1/2020
My inbox has been inundated with notifications of exciting new construction equipment, power systems, and other advanced technologies to be revealed at the rapidly approaching ConExpo/Con-Agg and IFPE shows in March. For example, as I write this in mid-January, Kubota teases that it is entering a new product segment and will unveil new equipment at the Las Vegas event. And the onslaught will only intensify in the coming weeks. Not that I'm complaining. North America's largest construction trade-show comes around just every three years, so the excitement surrounding it is warranted and the number of new-product launches justified-it's a big event.
Gehm, Ryan
AUTONOMOUS construction sites20TOFHP02_022/1/2020
Equipment makers are testing the emerging technologies required to advance automation beyond individual machines. In the construction world, some companies are not just looking to electrify and automate individual machines-they have their sights set on something much grander: the entire jobsite. And Doosan Infracore expects to do so in the next five years. In addition to debuting new Doosan models at the ConExpo-Con/Agg 2020 trade show in March, such as the DA45-5 articulated dump truck, the DL580-5 wheel loader and the DX800LC-5 crawler excavator-the largest Doosan machine yet-the company (booth N10001) also will showcase Concept-X, an autonomous worksite in development at its Boryeong Proving Grounds in South Korea.
Gehm, Ryan
Development challenges of hydraulic brakes for commercial vehicles2019-36-00131/13/2020
The automotive research and development environment is increasingly challenging and complex, full of new technologies, regulations and customized customer needs. In addition, the cargo transportation market is very dynamic and competitive, becoming complex the strategies for companies in this segment. According to Anfavea (2018), this trend, especially in large urban centers, has driven the intention to use light commercial vehicles to capillize deliveries in destinations with a high demographic concentration and traffic limited to medium and heavy vehicles. In this scenario, the demand for diversified products is increasing in order to overcome the main tradeoff: “minimizing the size of the trucks and maximize the load capacity”. It brings the number of complex projects. The brake system is greatly impacted in these developments mainly because light commercial vehicles are situated in a weight range that we can call "identity crisis" if on the one hand they need an upgrade compared to a conventional car and use the hydraulic brake on the other one need a downgrade of a medium or heavy truck that brings robustness and pneumatic brakes. The definition of the type of assistance is a determining factor, hydraulic brake; pneumatic brake or a hybrid brake (air over hydraulic). Each type has its advantages and disadvantages, which are directly related to the vehicle's application such as installation package, serviceability, service brake costs and performance and especially parking brake. This work shows the study and development of the brake system including the detailed presentation of a dry caliper, implemented as disruptive innovation technology. It also has a new concept applied to a commercial vehicle, developed in Brasil and used as footprint own knowledge for the specific needs of the market and provides a very cost-benefit commitment for the customer, yet brings the wished confidence of the parking brake function for drivers.
Vetter, Narã Vieira, Carlos de Oliveira, Antonio, Fontes, Eduardo Henrique Souza, Nogueira, Felipe, Fonseca, Guilherme Henrique, Nuss de Souza, Luis Fernando, Oliveira dos Reis, Rodrigo de, Manenti, Vangelo Cardoso
Power System for Hybrid Heavy-Duty TrucksTBMG-358041/1/2020
Heavy-duty trucks such as 18-wheelers are virtually all powered by diesel engines. They account for a significant portion of worldwide greenhouse gas emissions but little has been done to curb their climate-change-inducing exhaust.
The performance and mechanisms of organic polymeric friction modifiers in low viscosity engine oils2019-01-220412/19/2019
The requirement of OEMs to reduce CO2 emissions is leading to a reduction in viscosity of engine oils with 0W20 approved oils now common. 0W 16 approvals are growing in popularity and will be further supported in the US by the introduction of ILSAC GF-6B. Japanese OEMs are driving the development of 0W- 12 and 0W08 grades which will be supported by JASO GLV-1. These low viscosity engine oils can contain MoDTC with very high levels of 1000+ppm molybdenum to achieve the fuel economy improvement required to pass engine tests such as Sequence VIE. Molybdenum usage at this level contributes to sulphated ash increase. It can also have a negative impact on deposits. This paper examines the performance and mechanism of two ashless polymeric friction modifiers in a 0W20 formulation. These polymeric friction modifiers have been shown to give fuel economy benefits in Sequence VIE engine tests. The aim of this work is to better understand the influence and interaction of these polymeric friction modifiers in the presence of ZDDP as well as other additives, in tribological testing. Specifically, how the friction and wear benefits observed in MTM testing correlate to the chemical composition of the tribofilm as characterised by X-ray Photoelectron Spectroscopy (XPS) and Raman spectroscopy. Further work detailing the combination of polymeric friction modifier and MoDTC was conducted on the MTM, including surface characterisation for potential synergistic properties in the reference oil. Evidence of the polymeric friction modifier on the surface, and throughout the depth of the tribofilm, was observed, even in the presence of molybdenum containing additives. This work proves the good surface affinity and film forming properties of polymeric friction modifiers and highlights the differences in the tribofilm composition depending on the friction modifier(s) used.
Moody, Gareth, Eastwood, John, Ueno, Keiko
Cetrax Lite - Implementation on a Light Duty truck2019-01-237112/19/2019
Electric mobility becomes more and more important for commercial vehicle applications. Hybrid or electric vehicles help to reduce CO2 and other emissions, but also have additional benefits like reduced noise. The driveline design plays a crucial role for the operation of such vehicles but for an effective design, costs and on-weight also have to be considered. ZF Electric strategy provides tailored driveline solutions for Light Commercial Vehicles. This presentation resumes the implementation of such a driveline concept into a Japanese made LCV, where the differences between European and Asian application cases have been evaluated. The project shows a proof of concept where mechanics, HV system and functions have been tested in order to implement a series production design.
de la Cruz, Rafel Pascual, Speck, Frank-Detlef
SAE Truck & Off-Highway Engineering: December 201919TOFHP1212/5/2019
Heavy-duty engine design What are the most significant factors influencing the way engine developers approach near-term design and development cycles? Two experts provide their insights from recent programs. Reducing winter range loss for electric trucks Researchers at the Austrian Institute of Technology have developed an air exchange system that's capable of reducing heat load by 37% in real-world tests. Narrower focus, bigger payoff Design teams are targeting focused markets for their commercial electric-vehicle programs to combat challenges like range and infrastructure. Removing complexity for autonomous trucks Narrowing the operating domains for driverless commercial vehicles reduces the requirements of autonomous technology and speeds time to market. Plastics innovations 2019 The 49th annual SPE Automotive Awards highlight the ongoing benefits of lightweight polymers and composites. Editorial Hop on the hydrogen highway Leak testing of commercial-vehicle AC systems critical as move to HFO refrigerants looms Akasol packs industry-leading energy density into new battery design Mahle and partners develop super-efficient natural-gas engine for stationary power How battery technology will drive truck electrification Platinum nanoparticles for fuel-cell catalysts may cut cost Caterpillar launches next-gen mini hydraulic excavator, skid steer and compact track loaders Q&A Dan Williams shares how ZF will help advance ADAS and autonomy in 2020 and beyond
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
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