**Testing and Assessment of a Full Scale J1939 Network Model**

Task Order 4 of the

Commercial Vehicle Safety Technology Diagnostics

and Performance Enhancement Program

![](media/image1.png){width="2.6638888888888888in"
height="0.8638888888888889in"} January 2007

Foreword

This project is one of several performed under the provisions of Section
5117 of the Transportation Equity Act of the 21st Century (TEA-21). The
primary objective of this project was to explore the capacity of the
Society of Automotive Engineers (SAE) J1939 network. The work performed
under the project included:

-   Collecting information from the commercial vehicle user, original
    equipment manufacturer (OEM), equipment supplier, and laboratory
    research.

-   Profiling high-level functional requirements of component electronic
    control units (ECUs), which were sourced from industry, as well as
    surveying and interviewing key industry stakeholders.

-   Developing the test matrix based on the input from industry and
    government.

-   Developing a hardware-in-the-loop (HIL) heavy-duty vehicle J1939
    network simulator.

-   Identifying and estimating the issues related to the implementation
    of safety related technologies on the J1939 network on heavy-duty
    commercial vehicles.

The results of this project can be used by CMV OEMs, component
suppliers, and motor carriers to help evaluate the ability of the J1939
Network to accommodate an increasing number of safety-related systems
and accessory components. This document is the final report of the
contract Task Order under which the study was performed.

Notice

This document is disseminated under the sponsorship of the U.S.
Department of Transportation in the interest of information exchange.
The U.S. Government assumes no liability for its contents or use
thereof.

The contents of this report reflect the views of the contractor who is
responsible for the accuracy of the data presented herein. The contents
do not necessarily reflect the official policy of the U.S. Department of
Transportation.

This report does not constitute a standard, specification, or
regulation.

The U.S. Government does not endorse products or manufacturers named
herein. Trade or manufacturers' names appear herein only because they
are considered essential to the objective of this document.

Technical Report Documentation Page

+--------------------+---+----------+---------+---+---------+----------+
| 1\. Report No.     | 2 |          |         | 3 |         |          |
|                    | \ |          |         | \ |         |          |
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+--------------------+---+----------+---------+---+---------+----------+
| 4\. Title and      |   |          |         | 5 |         |          |
| Subtitle           |   |          |         | \ |         |          |
|                    |   |          |         | . |         |          |
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| 7\. Author(s)      |   |          |         | 8 |         |          |
|                    |   |          |         | \ |         |          |
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| Brian Nicosia ^1^, |   |          |         | P |         |          |
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+--------------------+---+----------+---------+---+---------+----------+
| 9\. Performing     |   |          |         | 1 |         |          |
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+--------------------+---+----------+---------+---+---------+----------+
| 15\. Supplementary |   |          |         |   |         |          |
| Notes              |   |          |         |   |         |          |
|                    |   |          |         |   |         |          |
| Contracting        |   |          |         |   |         |          |
| Officer's          |   |          |         |   |         |          |
| Technical          |   |          |         |   |         |          |
| Representative:    |   |          |         |   |         |          |
| Deborah M. Freund  |   |          |         |   |         |          |
+--------------------+---+----------+---------+---+---------+----------+
| 16\. Abstract      |   |          |         |   |         |          |
|                    |   |          |         |   |         |          |
| This project is    |   |          |         |   |         |          |
| one of several     |   |          |         |   |         |          |
| performed under    |   |          |         |   |         |          |
| the provisions of  |   |          |         |   |         |          |
| Section 5117 of    |   |          |         |   |         |          |
| the Transportation |   |          |         |   |         |          |
| Equity Act of the  |   |          |         |   |         |          |
| 21st Century       |   |          |         |   |         |          |
| (TEA-21). The      |   |          |         |   |         |          |
| primary objective  |   |          |         |   |         |          |
| of this project    |   |          |         |   |         |          |
| was to explore the |   |          |         |   |         |          |
| capacity of the    |   |          |         |   |         |          |
| Society of         |   |          |         |   |         |          |
| Automotive         |   |          |         |   |         |          |
| Engineers (SAE)    |   |          |         |   |         |          |
| J1939 network. The |   |          |         |   |         |          |
| work performed     |   |          |         |   |         |          |
| under the project  |   |          |         |   |         |          |
| included:          |   |          |         |   |         |          |
|                    |   |          |         |   |         |          |
| • Collecting       |   |          |         |   |         |          |
| information from   |   |          |         |   |         |          |
| the commercial     |   |          |         |   |         |          |
| vehicle user,      |   |          |         |   |         |          |
| original equipment |   |          |         |   |         |          |
| manufacturer       |   |          |         |   |         |          |
| (OEM), equipment   |   |          |         |   |         |          |
| supplier, and      |   |          |         |   |         |          |
| laboratory         |   |          |         |   |         |          |
| research.          |   |          |         |   |         |          |
|                    |   |          |         |   |         |          |
| • Profiling        |   |          |         |   |         |          |
| high-level         |   |          |         |   |         |          |
| functional         |   |          |         |   |         |          |
| requirements of    |   |          |         |   |         |          |
| component          |   |          |         |   |         |          |
| electronic control |   |          |         |   |         |          |
| units (ECUs),      |   |          |         |   |         |          |
| which were sourced |   |          |         |   |         |          |
| from industry, as  |   |          |         |   |         |          |
| well as surveying  |   |          |         |   |         |          |
| and interviewing   |   |          |         |   |         |          |
| key industry       |   |          |         |   |         |          |
| stakeholders.      |   |          |         |   |         |          |
|                    |   |          |         |   |         |          |
| • Developing the   |   |          |         |   |         |          |
| test matrix based  |   |          |         |   |         |          |
| on the input from  |   |          |         |   |         |          |
| industry and       |   |          |         |   |         |          |
| government.        |   |          |         |   |         |          |
|                    |   |          |         |   |         |          |
| • Developing a     |   |          |         |   |         |          |
| ha                 |   |          |         |   |         |          |
| rdware-in-the-loop |   |          |         |   |         |          |
| (HIL) heavy-duty   |   |          |         |   |         |          |
| vehicle J1939      |   |          |         |   |         |          |
| network simulator. |   |          |         |   |         |          |
|                    |   |          |         |   |         |          |
| • Identifying and  |   |          |         |   |         |          |
| estimating the     |   |          |         |   |         |          |
| issues related to  |   |          |         |   |         |          |
| the implementation |   |          |         |   |         |          |
| of safety related  |   |          |         |   |         |          |
| technologies on    |   |          |         |   |         |          |
| the J1939 network  |   |          |         |   |         |          |
| on heavy-duty      |   |          |         |   |         |          |
| commercial         |   |          |         |   |         |          |
| vehicles.          |   |          |         |   |         |          |
|                    |   |          |         |   |         |          |
| The network        |   |          |         |   |         |          |
| testing conducted  |   |          |         |   |         |          |
| for this Task      |   |          |         |   |         |          |
| Order demonstrated |   |          |         |   |         |          |
| that the           |   |          |         |   |         |          |
| commercial ECUs    |   |          |         |   |         |          |
| used in the        |   |          |         |   |         |          |
| network testing,   |   |          |         |   |         |          |
| that are           |   |          |         |   |         |          |
| representative of  |   |          |         |   |         |          |
| a generic and      |   |          |         |   |         |          |
| complex network on |   |          |         |   |         |          |
| a commercial       |   |          |         |   |         |          |
| truck, implemented |   |          |         |   |         |          |
| J1939 well within  |   |          |         |   |         |          |
| the standards. The |   |          |         |   |         |          |
| results from the   |   |          |         |   |         |          |
| HIL simulator      |   |          |         |   |         |          |
| indicate the       |   |          |         |   |         |          |
| network appears to |   |          |         |   |         |          |
| have 2.5 to 3      |   |          |         |   |         |          |
| times the capacity |   |          |         |   |         |          |
| currently used by  |   |          |         |   |         |          |
| the majority of    |   |          |         |   |         |          |
| commercial heavy   |   |          |         |   |         |          |
| vehicles in the U. |   |          |         |   |         |          |
| S. today. This     |   |          |         |   |         |          |
| capacity should    |   |          |         |   |         |          |
| allow additional   |   |          |         |   |         |          |
| networked system   |   |          |         |   |         |          |
| controllers to be  |   |          |         |   |         |          |
| safely added to    |   |          |         |   |         |          |
| the J1939 network  |   |          |         |   |         |          |
| such as electronic |   |          |         |   |         |          |
| stability control  |   |          |         |   |         |          |
| systems, roll      |   |          |         |   |         |          |
| stability control  |   |          |         |   |         |          |
| systems and        |   |          |         |   |         |          |
| wireless vehicle   |   |          |         |   |         |          |
| inspection         |   |          |         |   |         |          |
| systems.           |   |          |         |   |         |          |
+--------------------+---+----------+---------+---+---------+----------+
| 17\. Key Words     |   |          | 18\.    |   |         |          |
|                    |   |          | Distr   |   |         |          |
| ABS, Commercial    |   |          | ibution |   |         |          |
| Vehicle, ECU,      |   |          | St      |   |         |          |
| Engine, HWC, J1939 |   |          | atement |   |         |          |
| Network,           |   |          |         |   |         |          |
| Simulator,         |   |          | No      |   |         |          |
| Testing,           |   |          | restr   |   |         |          |
| Transmission       |   |          | ictions |   |         |          |
+--------------------+---+----------+---------+---+---------+----------+
| 19\. Security      |   | 20\.     |         |   | 21\.    | 22\.     |
| Classif. (of this  |   | Security |         |   | No. of  | Price    |
| report)            |   | Classif. |         |   | Pages   |          |
|                    |   | (of this |         |   |         |          |
| Unclassified       |   | page)    |         |   | 158     |          |
|                    |   |          |         |   |         |          |
|                    |   | Uncl     |         |   |         |          |
|                    |   | assified |         |   |         |          |
+--------------------+---+----------+---------+---+---------+----------+

<table style="width:100%;">
<colgroup>
<col style="width: 6%" />
<col style="width: 13%" />
<col style="width: 10%" />
<col style="width: 13%" />
<col style="width: 6%" />
<col style="width: 7%" />
<col style="width: 0%" />
<col style="width: 11%" />
<col style="width: 1%" />
<col style="width: 9%" />
<col style="width: 3%" />
<col style="width: 10%" />
<col style="width: 0%" />
<col style="width: 6%" />
</colgroup>
<tbody>
<tr class="odd">
<td colspan="14"><strong>SI* (Modern Metric) Conversion
Factors</strong></td>
</tr>
<tr class="even">
<td colspan="5"><span class="smallcaps">Approximate Conversions to SI
Units</span></td>
<td colspan="9"><span class="smallcaps">Approximate Conversions from SI
Units</span></td>
</tr>
<tr class="odd">
<td>Symbol</td>
<td>When You Know</td>
<td>Multiply By</td>
<td>To Find</td>
<td>Symbol</td>
<td>Symbol</td>
<td colspan="3">When You Know</td>
<td>Multiply By</td>
<td colspan="2">To Find</td>
<td colspan="2">Symbol</td>
</tr>
<tr class="even">
<td colspan="5">LENGTH</td>
<td colspan="9">LENGTH</td>
</tr>
<tr class="odd">
<td>in</td>
<td>inches</td>
<td>25.4</td>
<td>millimeters</td>
<td>mm</td>
<td>mm</td>
<td colspan="3">millimeters</td>
<td>0.039</td>
<td colspan="2">inches</td>
<td colspan="2">in</td>
</tr>
<tr class="even">
<td>ft</td>
<td>feet</td>
<td>0.305</td>
<td>meters</td>
<td>m</td>
<td>m</td>
<td colspan="3">meters</td>
<td>3.28</td>
<td colspan="2">feet</td>
<td colspan="2">ft</td>
</tr>
<tr class="odd">
<td>yd</td>
<td>yards</td>
<td>0.914</td>
<td>meters</td>
<td>m</td>
<td>m</td>
<td colspan="3">meters</td>
<td>1.09</td>
<td colspan="2">Yards</td>
<td colspan="2">yd</td>
</tr>
<tr class="even">
<td>mi</td>
<td>miles</td>
<td>1.61</td>
<td>kilometers</td>
<td>km</td>
<td>km</td>
<td colspan="3">kilometers</td>
<td>0.621</td>
<td colspan="2">miles</td>
<td colspan="2">mi</td>
</tr>
<tr class="odd">
<td colspan="5">AREA</td>
<td colspan="9">AREA</td>
</tr>
<tr class="even">
<td>in<sup>2</sup></td>
<td>square inches</td>
<td>645.2</td>
<td>square millimeters</td>
<td>mm<sup>2</sup></td>
<td>mm<sup>2</sup></td>
<td colspan="3">square millimeters</td>
<td>0.0016</td>
<td colspan="2">square inches</td>
<td colspan="2">in<sup>2</sup></td>
</tr>
<tr class="odd">
<td>ft<sup>2</sup></td>
<td>square feet</td>
<td>0.093</td>
<td>square meters</td>
<td>m<sup>2</sup></td>
<td>m<sup>2</sup></td>
<td colspan="3">square meters</td>
<td>10.764</td>
<td colspan="2">square feet</td>
<td colspan="2">ft<sup>2</sup></td>
</tr>
<tr class="even">
<td>yd<sup>2</sup></td>
<td>square yards</td>
<td>0.836</td>
<td>square meters</td>
<td>m<sup>2</sup></td>
<td>m<sup>2</sup></td>
<td colspan="3">square meters</td>
<td>1.195</td>
<td colspan="2">square yards</td>
<td colspan="2">yd<sup>2</sup></td>
</tr>
<tr class="odd">
<td>ac</td>
<td>acres</td>
<td>0.405</td>
<td>hectares</td>
<td>ha</td>
<td>ha</td>
<td colspan="3">hectares</td>
<td>2.47</td>
<td colspan="2">acres</td>
<td colspan="2">ac</td>
</tr>
<tr class="even">
<td>mi<sup>2</sup></td>
<td>square miles</td>
<td>2.59</td>
<td>square kilometers</td>
<td>km<sup>2</sup></td>
<td>km<sup>2</sup></td>
<td colspan="3">square kilometers</td>
<td>0.386</td>
<td colspan="2">square miles</td>
<td colspan="2">mi<sup>2</sup></td>
</tr>
<tr class="odd">
<td colspan="5">VOLUME</td>
<td colspan="9">VOLUME</td>
</tr>
<tr class="even">
<td>fl oz</td>
<td>fluid ounces</td>
<td>29.57</td>
<td>milliliters</td>
<td>ml</td>
<td>ml</td>
<td colspan="3">milliliters</td>
<td>0.034</td>
<td colspan="2">fluid ounces</td>
<td colspan="2">fl oz</td>
</tr>
<tr class="odd">
<td>gal</td>
<td>gallons</td>
<td>3.785</td>
<td>liters</td>
<td>l</td>
<td>l</td>
<td colspan="3">liters</td>
<td>0.264</td>
<td colspan="2">gallons</td>
<td colspan="2">gal</td>
</tr>
<tr class="even">
<td>ft<sup>3</sup></td>
<td>cubic feet</td>
<td>0.028</td>
<td>cubic meters</td>
<td>m<sup>3</sup></td>
<td>m<sup>3</sup></td>
<td colspan="3">cubic meters</td>
<td>35.71</td>
<td colspan="2">cubic feet</td>
<td colspan="2">ft<sup>3</sup></td>
</tr>
<tr class="odd">
<td>yd<sup>3</sup></td>
<td>cubic yards</td>
<td>0.765</td>
<td>cubic meters</td>
<td>m<sup>3</sup></td>
<td>m<sup>3</sup></td>
<td colspan="3">cubic meters</td>
<td>1.307</td>
<td colspan="2">cubic yards</td>
<td colspan="2">yd<sup>3</sup></td>
</tr>
<tr class="even">
<td colspan="5">MASS</td>
<td colspan="9">MASS</td>
</tr>
<tr class="odd">
<td>oz</td>
<td>ounces</td>
<td>28.35</td>
<td>grams</td>
<td>g</td>
<td>g</td>
<td colspan="3">grams</td>
<td>0.035</td>
<td colspan="2">ounces</td>
<td colspan="2">oz</td>
</tr>
<tr class="even">
<td>lb</td>
<td>pounds</td>
<td>0.454</td>
<td>kilograms</td>
<td>kg</td>
<td>kg</td>
<td colspan="3">kilograms</td>
<td>2.202</td>
<td colspan="2">pounds</td>
<td colspan="2">lb</td>
</tr>
<tr class="odd">
<td>T</td>
<td>short tons (2000 lbs)</td>
<td>0.907</td>
<td>megagrams</td>
<td>Mg</td>
<td>Mg</td>
<td colspan="3">megagrams</td>
<td>1.103</td>
<td colspan="2">short tons (2000 lbs)</td>
<td colspan="2">T</td>
</tr>
<tr class="even">
<td colspan="5">TEMPERATURE (exact)</td>
<td colspan="9">TEMPERATURE (exact)</td>
</tr>
<tr class="odd">
<td>°F</td>
<td>Fahrenheit</td>
<td>5(F-32)/9</td>
<td>Celsius</td>
<td>°C</td>
<td>°C</td>
<td colspan="2">Celsius</td>
<td colspan="3">1.8 C + 32</td>
<td>Fahrenheit</td>
<td colspan="2">°F</td>
</tr>
<tr class="even">
<td></td>
<td>temperature</td>
<td>or (F-32)/1.8</td>
<td>temperature</td>
<td></td>
<td></td>
<td colspan="2">temperature</td>
<td colspan="3"></td>
<td>temperature</td>
<td colspan="2"></td>
</tr>
<tr class="odd">
<td colspan="5">ILLUMINATION</td>
<td colspan="9">ILLUMINATION</td>
</tr>
<tr class="even">
<td>fc</td>
<td>foot-candles</td>
<td>10.76</td>
<td>lux</td>
<td>lx</td>
<td>lx</td>
<td colspan="2">lux</td>
<td colspan="3">0.0929</td>
<td>foot-candles</td>
<td colspan="2">fc</td>
</tr>
<tr class="odd">
<td>fl</td>
<td>foot-Lamberts</td>
<td>3.426</td>
<td>candela/m2</td>
<td>cd/m2</td>
<td>cd/m2</td>
<td colspan="2">candela/m2</td>
<td colspan="3">0.2919</td>
<td>foot-Lamberts</td>
<td colspan="2">fl</td>
</tr>
<tr class="even">
<td colspan="5">FORCE and PRESSURE or STRESS</td>
<td colspan="9">FORCE and PRESSURE or STRESS</td>
</tr>
<tr class="odd">
<td>lbf</td>
<td>pound-force</td>
<td>4.45</td>
<td>newtons</td>
<td>N</td>
<td colspan="2">N</td>
<td>newtons</td>
<td colspan="3">0.225</td>
<td colspan="2">pound-force</td>
<td>lbf</td>
</tr>
<tr class="even">
<td>psi</td>
<td><p>pound-force</p>
<p>per square inch</p></td>
<td>6.89</td>
<td>kilopascals</td>
<td>kPa</td>
<td colspan="2">kPa</td>
<td>kilopascals</td>
<td colspan="3">0.145</td>
<td colspan="2"><p>pound-force</p>
<p>per square inch</p></td>
<td>psi</td>
</tr>
</tbody>
</table>

\* SI is the symbol for the International System of Units. Appropriate
rounding should be made to comply with Section 4 of ASTM E380.

Table of Contents

List of Acronyms [viii](#__RefHeading___Toc152748877)

Definitions [ix](#__RefHeading___Toc152748878)

Executive Summary ES-[1](#__RefHeading___Toc152748879)

1\. Introduction and Background [1](#__RefHeading___Toc152748880)

1.1. Reasons for Testing J1939 [1](#__RefHeading___Toc152748881)

1.2. Concerns of J1939 Network Reliability
[1](#__RefHeading___Toc152748882)

1.3. J1939 Communications Network [2](#__RefHeading___Toc152748883)

1.3.1. J1939 Documents [4](#__RefHeading___Toc152748884)

1.3.2. J1939 Connectors [5](#__RefHeading___Toc152748885)

1.4. Rationale for Hardware-In-the-Loop Simulator
[6](#__RefHeading___Toc152748886)

2\. Overview of Test Bed Setup [9](#__RefHeading___Toc152748887)

2.1. Simulator Design [9](#__RefHeading___Toc152748888)

2.1.1. Hardware [10](#__RefHeading___Toc152748889)

2.1.2. Software [11](#__RefHeading___Toc152748890)

2.1.3. Data Capture and Analysis [13](#__RefHeading___Toc152748891)

2.1.4. Driver Station [13](#__RefHeading___Toc152748892)

2.1.5. Graphical User Interface (GUI) [14](#__RefHeading___Toc152748893)

2.2. Simulator Design and Fabrication Issues
[15](#__RefHeading___Toc152748894)

2.2.1. Engine Simulator Reengineering [15](#__RefHeading___Toc152748895)

2.2.2. HIL Simulator Wiring Database [17](#__RefHeading___Toc152748896)

2.2.3. Limited Inter-Target Bandwidth [17](#__RefHeading___Toc152748897)

2.2.4. Generation of Crank and Cam Sensor Signals
[18](#__RefHeading___Toc152748898)

2.2.5. Supplier Cooperation with Plant Modeling
[19](#__RefHeading___Toc152748899)

2.2.6. ECU Connectors [19](#__RefHeading___Toc152748900)

2.3. Simulator Correlation and Validation
[19](#__RefHeading___Toc152748901)

2.3.1. Network Data Collection from Tractor Test Bed
[20](#__RefHeading___Toc152748902)

2.3.2. Correlation HIL Simulator Versus Actual Truck
[23](#__RefHeading___Toc152748903)

3\. Test Rationale and Series [27](#__RefHeading___Toc152748904)

3.1. Varied Test Parameters [28](#__RefHeading___Toc152748905)

3.1.1. Number of ECUs on Network -- COTS and Virtual
[28](#__RefHeading___Toc152748906)

3.1.2. Network Complexity [28](#__RefHeading___Toc152748907)

3.1.3. Simulated ECUs -- Message Priority and Type
[28](#__RefHeading___Toc152748908)

3.1.4. Cable Type -- Shielded Versus Unshielded
[29](#__RefHeading___Toc152748909)

3.1.5. Network Physical Integrity -- Physical Faults
[29](#__RefHeading___Toc152748910)

3.1.6. Driving Scenario -- Safety-Critical Actions
[29](#__RefHeading___Toc152748911)

3.2. Physical Fault Tests [29](#__RefHeading___Toc152748912)

3.2.1. Faults and Location [29](#__RefHeading___Toc152748913)

3.2.2. Physical Fault Tests -- Data Collection
[31](#__RefHeading___Toc152748914)

3.2.3. Physical Fault Tests -- Data Presentation
[31](#__RefHeading___Toc152748915)

3.2.4. Physical Fault Tests -- Pass/Fail Criteria
[32](#__RefHeading___Toc152748916)

3.3. Network Loading Tests [32](#__RefHeading___Toc152748917)

3.3.1. Traffic Levels and Priority [32](#__RefHeading___Toc152748918)

3.3.2. Bus Arbitration [33](#__RefHeading___Toc152748919)

3.3.3. Network Load Tests -- Data Collection
[34](#__RefHeading___Toc152748920)

3.3.4. Network Load Tests -- Data Presentation
[34](#__RefHeading___Toc152748921)

3.3.5. Network Load Tests -- Pass/Fail Criteria
[36](#__RefHeading___Toc152748922)

3.4. Injected Noise Level [36](#__RefHeading___Toc152748923)

3.4.1. Injected Noise Tests -- Data Collection
[37](#__RefHeading___Toc152748924)

3.4.2. Injected Noise Tests -- Data Presentation
[38](#__RefHeading___Toc152748925)

3.4.3. Injected Noise Tests -- Pass/Fail Criteria
[38](#__RefHeading___Toc152748926)

3.5. Application Layer Issues [39](#__RefHeading___Toc152748927)

3.6. Connector Diversity [40](#__RefHeading___Toc152748928)

4\. Testing Results [41](#__RefHeading___Toc152748929)

4.1. Physical Fault Test Results [41](#__RefHeading___Toc152748930)

4.1.1. Fault-Free Tests [41](#__RefHeading___Toc152748931)

4.1.2. Signal-to-Noise Reducing Faults
[42](#__RefHeading___Toc152748932)

4.1.3. Segmenting Faults [43](#__RefHeading___Toc152748933)

4.1.4. Network Failure Faults [45](#__RefHeading___Toc152748934)

4.1.5. Fault location A: Between VECU and ABS
[45](#__RefHeading___Toc152748935)

4.1.6. Fault Location B: Between EECU and TECU
[46](#__RefHeading___Toc152748936)

4.1.7. Overall Physical Fault Testing Results
[46](#__RefHeading___Toc152748937)

4.2. Network Loading Test Results [46](#__RefHeading___Toc152748938)

4.2.1. Network Response to Physical Faults While Under High Traffic Load
[47](#__RefHeading___Toc152748939)

4.2.2. Load Test LT31 [47](#__RefHeading___Toc152748940)

4.2.3. Load Test LT06 [55](#__RefHeading___Toc152748941)

4.3. Injected Noise Test Results [61](#__RefHeading___Toc152748942)

4.3.1. Effect of Network Length on Noise Tolerance
[62](#__RefHeading___Toc152748943)

4.3.2. Comparison of J1939-11 (STP) vs. J1939-15 (UTP)
[62](#__RefHeading___Toc152748944)

4.3.3. Improper Termination Effects [62](#__RefHeading___Toc152748945)

4.3.4. CAN_L Short to Vehicle/Battery Ground
[63](#__RefHeading___Toc152748946)

5\. Conclusions [65](#__RefHeading___Toc152748947)

5.1. Robustness of the J1939 Network [65](#__RefHeading___Toc152748948)

5.1.1. Physical Fault Response [65](#__RefHeading___Toc152748949)

5.1.2. High Bus Loading Response [65](#__RefHeading___Toc152748950)

5.1.3. Injected Noise Response [65](#__RefHeading___Toc152748951)

5.2. Summary of Key Results and Recommendations
[66](#__RefHeading___Toc152748952)

Appendix A: Simulator Validation -- Additional Data
[69](#__RefHeading___Toc152748953)

Appendix B: Physical Fault Test Data [75](#__RefHeading___Toc152748954)

Appendix C: Network Load Test Data [85](#__RefHeading___Toc152748955)

Appendix D: Injected Noise Test Data [93](#__RefHeading___Toc152748956)

Appendix E: Test Series Driving Scenarios and Test Procedures
[127](#__RefHeading___Toc152748957)

Appendix F: Test Matrix [133](#__RefHeading___Toc152748958)

List of Exhibits

[**Exhibit 1.1 -- J1939 3-Pin Connector Pin Assignments
5**](#__RefHeading___Toc137289134)

[Exhibit 1.2 -- J1939 3-Pin Connector Schematic
6](#__RefHeading___Toc137289135)

[Exhibit 1.3 -- J1939 9-Pin Connector Assignments
6](#__RefHeading___Toc137289136)

[Exhibit 1.4 -- J1939 9-Pin Connector Schematic
6](#__RefHeading___Toc137289137)

[Exhibit 2.1 -- HIL Simulator Test Bed 9](#__RefHeading___Toc137289138)

[Exhibit 2.2 -- HIL Test Bed Simulator Block Diagram
11](#__RefHeading___Toc137289139)

[Exhibit 2.3 -- Engine Model 12](#__RefHeading___Toc137289140)

[Exhibit 2.4 -- Engine Model Torque Map
13](#__RefHeading___Toc137289141)

[Exhibit 2.5 -- Driver Station 14](#__RefHeading___Toc137289142)

[Exhibit 2.6 -- Graphical User Interface
15](#__RefHeading___Toc137289143)

[Exhibit 2.7 -- Tractor Test Bed 20](#__RefHeading___Toc137289144)

[Exhibit 2.8 -- Test Tractor Data Collection
21](#__RefHeading___Toc137289145)

[Exhibit 2.9 -- HIL Test Bed Wheel Speed During Acceleration
23](#__RefHeading___Toc137289146)

[Exhibit 2.10 -- Tractor Test Bed Wheel Speed During Acceleration
24](#__RefHeading___Toc137289147)

[Exhibit 2.11 -- HIL J1939 Network Load During Acceleration
25](#_Ref117049882)

[Exhibit 2.12 -- Tractor J1939 Network Load During Acceleration
25](#__RefHeading___Toc137289149)

[Exhibit 2.13 -- HIL Test Bed EEC1 Engine Speed During Acceleration
26](#__RefHeading___Toc137289150)

[Exhibit 2.14 -- Tractor EEC1 Engine Speed During Acceleration
26](#__RefHeading___Toc137289151)

[Exhibit 3.1 - Physical Fault Case Schematic
30](#__RefHeading___Toc137289152)

[Exhibit 3.2 -- Physical Fault Case Description
30](#__RefHeading___Toc137289153)

[Exhibit 3.3 -- Example of Physical Fault Testing Results
31](#__RefHeading___Toc137289154)

[Exhibit 3.4 -- Failure Mode Classification
31](#__RefHeading___Toc137289155)

[Exhibit 3.5 -- Bus Arbitration Illustration
34](#__RefHeading___Toc137289156)

[Exhibit 3.6 -- Example of Load Test Results
35](#__RefHeading___Toc137289157)

[Exhibit 3.7 -- Noise Test Setup Block Diagram
36](#__RefHeading___Toc137289158)

[Exhibit 3.8 -- Test Harness Lengths (meters)
36](#__RefHeading___Toc137289159)

[Exhibit 3.9 -- Noise Test Termination 37](#__RefHeading___Toc137289160)

[Exhibit 3.10 -- Example of Injected Noise Test Results
38](#__RefHeading___Toc137289161)

[Exhibit 3.11 -- Connector Summary 40](#__RefHeading___Toc137289162)

[Exhibit 4.1 -- Physical Fault Tests: Network Configurations
42](#__RefHeading___Toc137289163)

[Exhibit 4.2 -- HIL Bus Loading During a Physical Fault Causing Reduced
S/N (Headway Controller Engaged, CAN_L to Ground, Fault Location A)
43](#__RefHeading___Toc137289164)

[Exhibit 4.3 -- Fault Location A: Between VECU and ABS
43](#__RefHeading___Toc137289165)

[Exhibit 4.4 -- HIL Bus Loading During a Segmenting Physical Fault
Headway Controller Engaged, CAN_H Open, Fault at Location A
44](#__RefHeading___Toc137289166)

[Exhibit 4.5 -- Fault Location B -- Between EECU and TECU at Location B
45](#__RefHeading___Toc137289167)

[Exhibit 4.6 -- HIL Bus Loading During a Physical Fault Causing Bus
Failure Headway Controller Engaged, CAN_L to CAN_H, (Fault at Location
A) 46](#__RefHeading___Toc137289168)

[Exhibit 4.7 -- LT31 Network Loading 48](#__RefHeading___Toc137289169)

[Exhibit 4.8 -- LT31 Message Interval at 24.90% Load
48](#__RefHeading___Toc137289170)

[Exhibit 4.9 -- LT31 Message Interval at 99.30% Load
49](#__RefHeading___Toc137289171)

[Exhibit 4.10 -- LT31 Network Load -- From 10 to 20 seconds
50](#__RefHeading___Toc137289172)

[Exhibit 4.11 -- LT31 Network Load -- From 12.0 to 13.0 seconds
50](#__RefHeading___Toc137289173)

[Exhibit 4.12 -- LT31 Address 7 Message Intervals
51](#__RefHeading___Toc137289174)

[Exhibit 4.13 -- LT31 Address 19 Message Intervals
51](#__RefHeading___Toc137289175)

[Exhibit 4.14 -- LT31 Address 42 Message Intervals
52](#__RefHeading___Toc137289176)

[Exhibit 4.15 -- LT31 High Load Period 53](#__RefHeading___Toc137289177)

[Exhibit 4.16 -- Description of Parameter Group Numbers (PGNs) and
Source (TX ECU)/Destination (RX ECU) ID numbers
54](#refheading___toc137289178)

[Exhibit 4.17 -- LT06 Network Loading 55](#__RefHeading___Toc137289179)

[Exhibit 4.18 -- LT06 Message Interval at 18.38% Load
56](#__RefHeading___Toc137289180)

[Exhibit 4.19 -- LT06 Message Interval -- From 13.2 to 22.2 seconds
56](#__RefHeading___Toc137289181)

[Exhibit 4.20 -- LT06 Message Interval at 99.94% Load
57](#__RefHeading___Toc137289182)

[Exhibit 4.21 -- LT06 Network Load -- From 13.2 to 22.2 seconds
57](#__RefHeading___Toc137289183)

[Exhibit 4.22 -- LT06 Network Load -- From 21.8 to 22.0 seconds
58](#__RefHeading___Toc137289184)

[Exhibit 4.23 -- LT06 High Load Period 59](#__RefHeading___Toc137289185)

[Exhibit 4.24 -- LT06 High Load Period 60](#__RefHeading___Toc137289186)

[Exhibit 4.25 -- Noise Tolerance Summary
61](#__RefHeading___Toc137289187)

[Exhibit A.1 -- HIL TSC1 Messages During Acceleration
69](#__RefHeading___Toc137289188)

[Exhibit A.2 -- Tractor TSC1 Messages During Acceleration
69](#__RefHeading___Toc137289189)

[Exhibit A.3 -- HIL EEC2 Message Data While Under Headway Control
70](#_Ref116880486)

[Exhibit A.4 -- HIL EEC1 Data Under Headway Control 71](#_Ref116880793)

[Exhibit A.5 -- EEC1 Message SPNs in Exhibit A.4 71](#_Ref116881918)

[Exhibit A.6 -- EEC1 Torque Mode -- SPN 899
72](#__RefHeading___Toc137289193)

[Exhibit A.7 -- HIL EEC1 Start Intervals and Engine RPM
72](#__RefHeading___Toc137289194)

[Exhibit A.8 -- HIL Adaptive Cruise Control Mode
73](#__RefHeading___Toc137289195)

[Exhibit A.9 --ACC Modes 73](#__RefHeading___Toc137289196)

[Exhibit A.10 -- HIL CCVS Wheel Speed and Cruise Set Point
74](#__RefHeading___Toc137289197)

[]{#__RefHeading___Toc152748877 .anchor}List of Acronyms

  ------------ ----------------------------------------------------------
  ABS          Antilock Braking System

  ACC          Adaptive Cruise Control

  AMT          Automated Manual Transmission

  ATC          Automatic Traction Control

  CAN          Controller Area Network, specifically SAE J1939

  CAN_H        CAN High voltage signal line

  CAN_L        CAN Low voltage signal line

  CAN_GND      CAN Ground line

  CCVS         Cruise Control/Vehicle Speed

  COTS         Commercial off-the-shelf

  CWS          Collision Warning System

  ECU          Electronic Control Unit

  EECU         Engine ECU

  HIL          Hardware-in-the-Loop

  HWC          Headway Controller

  OEM          Original Equipment Manufacturer

  OS           Operating System

  OSI          Open Systems Interconnection

  MIL          Malfunction Indicator Lamp

  MPH          Miles Per Hour

  PC           Personal Computer

  PCI          Peripheral Component Interconnect

  PGN          Parameter group Number

  RMS          Root Mean Square

  RPM          Revolutions Per Minute

  RX           Receiver

  S/N          Signal-to-Noise Ratio

  SAE          Society of Automotive Engineers

  SPN          Suspect Parameter Number

  STP          Shielded Twisted Pair (J1939-11)

  TDC          Top Dead Center

  TECU         Transmission ECU

  TRMA         Terminator at the "A" end of the J1939 test bus

  TRMB         Terminator at the "B" end of the J1939 test bus

  TSC1         Torque/Speed Control #1

  TX           Transmitter

  UDP          User Diagram Protocol

  UTP          Unshielded Twisted Pair (J1939-15)

  Vbat         Battery high voltage

  VECU         Vehicle (or Cab) ECU -- Instrument Cluster

  VPP          Voltage Peak-To-Peak
  ------------ ----------------------------------------------------------

[]{#__RefHeading___Toc152748878 .anchor}Definitions

  ------------ ----------------------------------------------------------
  Ground       Vehicle electrical ground

  Terminator   The 120 Ohm terminating resister at each end of the J1939
               bus
  ------------ ----------------------------------------------------------

[]{#__RefHeading___Toc152748879 .anchor}Executive Summary

Project Funding

Under the provisions of Section 5117 of the Transportation Equity Act
for the 21^st^ Century of 1998 (TEA-21), Congress authorized the U.S.
Department of Transportation (USDOT) to:

> "...conduct research on the deployment of a system of advanced sensors
> and signal processors in trucks and tractor trailers to determine axle
> and wheel alignment, monitor collision alarm, check tire pressure and
> tire balance conditions, measure and detect load distribution in the
> vehicle, and adjust automatic braking systems."

As a result of a comprehensive technology scan, as well as numerous
interviews with key industry stakeholders such as truck manufacturers,
fleet operators, suppliers, and regulators, a variety of research areas
were identified including the design, functionality, and performance of
the Society of Automotive Engineers (SAE) J1939 network for commercial
vehicle applications.

Background

The SAE J1939 is a worldwide serial data bus communication standard for
truck, bus, off-road, construction, and marine vehicle applications. The
J1939 communication standard is a control and information data bus that
supports critical safety-related systems and subsystems on heavy-duty
tractors, trucks, converter dollies, and trailers. Safety-critical
systems currently in production that utilize (or have the potential to
utilize) the J1939 network include engines, transmissions, drive slip
control (subset of antilock brake systems), collision avoidance, and
lane guidance systems. Since the J1939 network represents an advanced
high-speed network, the number of subsystems utilizing this network,
both safety-critical (as related to fundamental vehicle systems and
controls in the context of this study) and non-critical systems, will
likely continue to increase on future commercial vehicles.

One of the most important potential applications of the J1939 data bus
will be the next generation of brake systems, known generically as
electronically controlled brake systems (ECBS). ECBS will employ the
J1939 data bus to control the tractor and trailer brakes. The greatest
safety improvements, gained through reductions in stopping distance and
improved vehicle control, will be on combination vehicles that employ
ECBS on both the tractor and the trailer. Currently, the tractor
modulates the trailer's brake system through pneumatic control
(compressed air). However, some U.S. fleets run double and triple
trailers. These double and triple trailer applications are prone to
greater problems (i.e., brake and vehicle control issues and/or brake
wear problems) because of a brake imbalance between the tractor and the
trailer(s). The brake control and wear problems can almost be eliminated
by ECBS. In addition, roll stability control systems and electronic
stability control systems (ESC)that are currently available can improve
the stability of tractor-trailer combinations, using different levels of
brake application at different wheels. These electronic ESC systems
depend on reliable high-speed signal communication that the J1939
network provides.

Motor carrier industry stakeholders, such as the brake system suppliers,
tractor and trailer original equipment manufacturers (OEMs), and the
Federal government, have been working together to facilitate ECBS
products for the heavy-duty trucking industry. The challenge the
industry faces, however, is in minimizing the potential risks associated
with the coexistence of both critical and non-critical systems on the
same data bus. Therefore, the J1939 must be carefully tested to ensure
that the "coexistence" does not undermine or compromise major vehicle
systems such as brake controls. A second challenge is to ensure the
long-term signal communications integrity of a system whose hardware
components are subjected to the challenges of the physical environment
(e.g., moisture, oil, dirt, road salt). The capacity of the network to
accommodate additional devices that increase the network loading is also
a concern.

For this study, a laboratory simulation of a commercial motor vehicle
(CMV) J1939 network was tested and evaluated under a variety of
conditions designed to "stress" the network. Testing and evaluation
consisted of applying test loads designed to create high network load
levels while simulating safety-critical actions, failed components in
the network, and a weakened physical network. The performance of the
data bus, defined by the integrity, accuracy, and speed of
communications signals, was monitored during various physical fault
conditions, network loadings, and injected noise levels. The tests also
determined the effect of the physical condition of the network, such as
cable type and length, on the performance of the network.

The results of this study can be used to contribute significantly to
improving the safety- and performance-oriented state-of-the-practice for
CMV signal communications. They provide quantitative information
concerning the validity of the current design philosophy that combines
safety-critical and non-safety-critical data communications devices and
paths. They provide a quantitative measure of the network's capacity to
accommodate additional safety-critical networked devices. Additionally,
they provide quantitative information to designers and manufacturers of
the components, connectors, and systems to improve their physical and
operational integrity for better safe performance and economy of
operation.

Overview of Approach

Work on this project consisted of the following subtasks:

-   Collect information on the hardware and software requirements to
    support J1939 related system functionality from the commercial
    vehicle user, CMV OEM, equipment suppliers, and component
    manufacturer communities engaged in equipment and component design
    and integration

-   Conduct a comprehensive literature search and review of documents
    published by public, quasi-public (e.g., associations, committees,
    coalitions, institutes, etc.), and private companies that have
    conducted J1939-related research and development

-   Compile a comprehensive test matrix and test plan based on industry,
    public, and Federal agency input

-   Identify specific features and capabilities available and
    incorporated in commercially available electronic control units
    (ECUs)

-   Construct a hardware-in-the-loop (HIL) J1939 simulator

-   Validate the simulator

-   Perform, record, and report on physical fault testing

-   Perform, record, and report on network load testing

-   Perform, record, and report on noise tolerance testing

Summary of Results

The following are key observations and results from the testing of the
J1939 network using the HIL simulator.

**Physical Fault Testing**

The network response to physical faults was as specified in J1939.
Faults that resulted in a reduced network signal-to-noise (S/N) ratio
allowed the network to function nominally with no operator observable
loss of function. When the network was subjected to physical faults
where the SAE J1939 Recommended Practice states that network
communication should not be possible, the network failed.

**Network Load Testing**

The network handled bus loads up to 100 percent of its rated capacity
without error, and the performance of the network remained nominal. The
process of producing bus loadings of up to 100 percent, required the use
of six virtual ECUs with each transmitting two high-rate, high-priority
messages. This additional emulated traffic represented a 150-percent
increase over the maximum observed network load of the nominally
operating HIL simulator test bed during complex operating conditions.
Physical faults induced during high bus loading produced qualitatively
similar results to those observed in the physical fault test series.

**Noise Tolerance Testing**

The SAE J1939 Recommended Practice does not specify a tolerance to
injected Gaussian white noise. However, the J1939 network exhibits a
tolerance that appears consistent with other similar communications
networks, which have specifications for injected noise tolerance, such
as MIL-SPEC-1553. Both the J1939-11 with shielded twisted pair (STP)
test harness and the J1939-15 unshielded twisted pair (UTP) test
harnesses performed equally well for injected noise. The noise tolerance
for a harness of the maximum specified length of 40 meters was within
0.3 dB of the noise tolerance demonstrated by harnesses with lengths of
14.8 meters (37 percent of maximum specified length) and 25.2 meters (63
percent of maximum specified length).

**Summary of Testing**

Based on the network testing conducted, the commercial-off-the-shelf
(COTS) ECUs used in the network testing that are representative of a
typical complex network on a commercial truck implemented J1939 well
within the standards. The results from the HIL simulator indicate the
network appears to have 2.5 to 3 times the capacity (30 to 40%)
currently used by the majority of commercial heavy vehicles in the
United States. However, this testing did not include an extensive survey
of COTS ECUs, and an ECU that does not comply with J1939 specifications
could have a major impact on the performance and reliability of the
network. The ECUs that were used in this test were from large,
established manufacturers that have a proven capability to provide ECUs
that meet network specifications. Industry members have reported
problems with specific ECUs creating bus loadings on the network that
greatly exceed those that were observed during this testing.

The COTS ECUs used in this network-testing program demonstrated
excellent adherence to J1939 network specifications. They performed very
well even when network loading reached 100 percent. Even a relatively
well-equipped heavy truck, as represented by the HIL simulator, uses
only up to 42 percent of the J1939 network. Thus, there is significant
room for additional networked devices.

While not specifically a planned part of the testing, an issue regarding
improper shifting of the transmission, which occurred during a physical
failure of the network, was identified and confirmed within the
industry. This issue highlighted the CMV OEMs' or ECU vendors' lack of
ownership of the network and the corresponding responsibility for
integration, condition monitoring, and performance of the network and
associated harnessing. The original work accomplished in developing the
HIL simulator has attracted industry attention, and may be incorporated
into commercial products as a tool for engine and vehicle simulation.

1.  []{#__RefHeading___Toc152748880 .anchor}Introduction and Background

In this section, we discuss the reasons for testing the J1939
communication network, network reliability concerns, related standards
documentation, physical connectors, and test simulator rationale.

1.  []{#__RefHeading___Toc152748881 .anchor}Reasons for Testing J1939

The Society of Automotive Engineers (SAE) J1939 network, on-board the
vehicle, provides a high-speed communications network that a number of
subsystems both safety-critical and non-critical currently utilize. It
is probable that the number of subsystems that require this network will
increase on future commercial vehicles.

There is currently a high degree of integration between engines and
automated transmissions on heavy-duty tractors. This level of
integration is required for the transmission to shift properly and
reliably. Similarly, for safety technologies to operate and perform
predictably and reliably, ECUs from a wide variety of suppliers must
utilize the J1939 network. The network must be able to support the wide
variety of systems that will utilize the network without compromising
the performance of the safety-related systems. Safety related systems
currently in production that utilize (or have the potential to utilize
the J1939 network) include systems such as:

-   Engines

-   Transmissions

-   Engine retarders

-   Automatic traction control

-   Collision warning and avoidance systems

-   Lane guidance systems

Two important near term safety related applications of the J1939 data
bus are electronically controlled brake systems (ECBS) and stability
control systems. ECBS communicate over the J1939 data bus to more
effectively control the tractor and trailer brakes to provide improved
braking performance. Stability control systems for tractor-trailer
combinations require a reliable, high-speed signal communication such as
J1939 network to command different levels of brake application at
different wheels to prevent or correct vehicle instability.

1.  []{#__RefHeading___Toc152748882 .anchor}Concerns of J1939 Network
    Reliability

The challenge the industry faces is in minimizing the potential risks
associated with the coexistence of both critical and non-critical
systems on the same data bus. Critical safety systems would include
braking-related systems, collision warning systems (CWS), roll stability
systems, adaptive cruise control, and engine and transmission systems.
These systems must communicate in real time or near real time to operate
properly. This is due to the extremely short time intervals on which the
operations of these systems occur. Systems such as light controls, data
loggers, vehicle tracking systems, sleeper compartment controls,
entertainment systems, engine and emissions control diagnostics, HVAC
controls, and power accessories that utilize the J1939 network do not
need to be controlled in real time to provide acceptable functionality,
and delays of up to one second do not affect their operation. As each of
these types of systems operates on the network, it increases the bus
loading and stress on the network. Therefore, J1939 must be carefully
tested to ensure that the coexistence does not undermine or compromise
major vehicle systems such as brake controls.

J1939 is critical to the proper operation of several components on the
vehicle. These components include the engine, transmission (automated),
antilock braking system (ABS), and CWS. Engines can experience a
reduction in power if data is not received from the J1939 network. An
automated transmission would be inoperative without the J1939 data link,
and an ABS would not be able to provide automatic traction control
functionality. In addition, a CWS would not have adaptive cruise control
functionality without a functional J1939 data link. An example of an
operational condition in which the J1939 network would be stressed
includes an adaptive cruise control collision warning that requires an
emergency stop with electronically controlled ABS activation, which
requires engine braking and automated transmission downshifting.

2.  []{#__RefHeading___Toc152748883 .anchor}J1939 Communications Network

In the early 1990s, the SAE started developing a Controller Area Network
(CAN)-based application standard for in-vehicle communication in
heavy-duty commercial vehicles. In 1998, the SAE published the first
edition of J1939 Communications Network Standards Manual and it is
continuously updated to reflect changes in technical advances and user
experience. J1939 is a high-speed communications network designed to
support real-time control between ECUs that may be physically
distributed throughout a vehicle. The J1939 network connects ECUs within
a commercial vehicle, such as those for the engine, transmission, and
brake systems. J1939 was intended to replace both the legacy diagnostic
J1587 and J1708 networks and provide for real-time, high-speed control
of both safety and non-safety related systems.

The SAE has defined three distinct communication protocol
classifications for North America---Class A, Class B, and Class C. Class
A is an SAE classification for low data rate networks that peak as high
as 10 Kb (Kilobits) per second. Class A devices typically support
convenience operations such as actuators and "smart" sensors. The
implementation of Class A has helped to reduce the bulk of automotive
wiring harnesses. The second SAE classification is the Class B protocol.
Class B networks support data rates as high as 100Kb per second, and
typically are designed to support between module, non-real time control,
and communications. The use of Class B networks can help eliminate
redundant sensors and other system elements by providing a means to
transfer data between modules. For example, the SAE J1850 standard for
onboard diagnostics (OBDII) is a Class B protocol. Class C is the last
of these three classifications, and is designed for performance as high
as 1 Mb per second. Because of this level of performance, Class C is
typically used for critical, real-time control. Class C facilitates
distributed control via high data rate signals typically associated with
real-time control systems. The most predominant in-vehicle networking
standard for Class C is a CAN.

The CAN protocol is a communications method developed for real-time
control applications. As a Class C network, CAN operates at data rates
of up to 1 Mb per second. CAN was originally developed in the mid 1980s
by Robert Bosch GmbH of Germany for use in the light-duty automotive
industry as a cost-effective communications bus for in-car electronics.
The light-duty automotive industry continues to use CAN for an
increasing number of applications, and CAN is now also being used in
many other industrial control applications as well as by the heavy-duty
automotive sector.

The use of J1939's CAN protocol permits any ECU to transmit a message on
the network when the bus is idle. Every message includes an identifier
that defines the message priority, its sender, its receiver, and the
data that is contained within it. Collisions are avoided due to the
arbitration process that occurs while the identifier is transmitted.
This permits high-priority messages to get through with low latency
times because there is equal access on the network for any ECU, but when
multiple ECUs are simultaneously attempting to transmit, the highest
priority message prevails.

CAN applications in transportation include:

-   Passenger vehicles

-   Heavy duty trucks and buses

-   Off-highway and off-road vehicles

-   Passenger and cargo trains

-   Maritime electronics

-   Aircraft and aerospace electronics

In transportation applications, the suppliers of component ECUs are
responsible for the proper functionality and conformity of their devices
to the particular CAN specification and communication protocol. The
vehicle OEM provides the actual physical portion of the network
consisting of the wiring harness on which the various component ECUs
communicate.

The complexity of modern heavy-duty vehicles has increased considerably
with the growing number of microprocessor-controlled devices developed
for transportation applications. This increased complexity has required
an alternative method for replacing dedicated wires in a harness that
run to each individual device. In addition, the introduction of
electronic engine and transmission controls and the increasing number of
accessories and communication devices require an on-board communications
network that can be shared by these systems. This network must be
durable, reliable, and resistant to external and environmental effects
that would degrade its performance. Additionally, this network must have
the capacity to allow growth to accommodate future safety-critical and
non-safety-related components.

The SAE defines and publishes recommended practices for vehicles
developed through a series of committee meetings, followed by a
balloting and review process. The SAE Truck and Bus Control and
Communications Sub- Committee published the first edition of the J1939
set of Recommended Practices supporting SAE Class A, B, and C
communication functions in 1998. These specify a CAN-based application
profile for in-vehicle communication in heavy-duty vehicles. The J1939
network connects ECUs within a truck and trailer system, with the
trailer connection requiring a "bridge" device to allow connection of
the trailer J1939 network to the truck J1939 network. J1939 is intended
to supersede the J1587/J1708 networks that are currently implemented on
heavy-duty vehicles. The J1939 specification contains message
definitions for components such as engine, transmission, and brake
systems dedicated to diesel engine applications.

1.  []{#__RefHeading___Toc152748884 .anchor}J1939 Documents

The purpose of the SAE's set of J1939 documents is to provide a set of
Recommended Practices to support an open interconnect system for various
electronic systems that allows devices to communicate with each other
over a standard electronic network architecture. The J1939 specification
is an implementation of a CAN bus, which permits any device to transmit
a message when the bus is idle. Every message includes an identifier
defining the message priority, what ECU sent it, and what data is
contained within it. Data packet collisions are avoided due to the
arbitration process that occurs while the identifier is transmitted.
This arbitration process also permits high-priority messages to be
transmitted with low latency (delay) times because there is equal access
on the network for any device. In particular, the J1939 specification
includes a high-level protocol, network speed, types of connector, etc.

The J1939 set of specifications is available from SAE
([www.sae.org](http://www.sae.org/)). These documents list a layered
abstract description for the J1939 communications and computer network
protocol corresponding to the Open Systems Interconnection (OSI) seven
layer model. This model divides the functions of a protocol into seven
layers followed by the computing and networking industry. The seven
layers of the OSI model include the physical, data link, network,
transport, session, presentation and application layers. The interface
between layers dictates the specifications on how one layer interacts
with another so that a layer written by one manufacturer can operate
with a layer from another.

The J1939 specification documentation includes:

-   J1939 Recommended Practice for a Serial Control and Communications
    Vehicle Network

-   J1939-01 Recommended Practice for Control and Communications for
    On-Highway Equipment

-   J1939-11 Physical Layer (250 Kbps, shielded twisted pair)

-   J1939-12 Physical Layer (twisted quad of wires and active bus
    termination)

-   J1939-13 Off-Board Diagnostic Connector

-   J1939-15 Reduced Physical Layer (250 Kbps, unshielded twisted pair)

-   J1939-21 Data Link Layer

-   J1939-31 Network Layer

-   J1939-71 Vehicle Application Layer

-   J1939-73 Application Layer Diagnostics

-   J1939-74 Application -- Configurable Messaging

-   J1939-81 Network Management

The physical portion of the J1939 network consists of the wiring harness
and connectors. The bus length can be up to 40 meters (unless repeated)
with one meter stubs to component ECUs. The bus runs at 250 Kb per
second, with up to 30 nodes connected. The network harness can consist
of shielded twisted pair cable (J1939-11) or unshielded twisted pair
cable (J1939-15) and specified connectors as discussed in Section 1.1.2.

1.  []{#__RefHeading___Toc152748885 .anchor}J1939 Connectors

In order for systems and components to be properly attached to the J1939
network harness on a vehicle, a connector is required. The J1939
documentation specifies two types of connectors---a 3-pin connector and
a 9-pin connector.

The Deutsch 3-pin connector (part number DT06-3S-E008), shown in
Exhibits 1.1 and 1.2, is used for interconnection within the vehicle.
This 3-pin connector, described in the J1939-11 specification, is used
to link an ECU or a terminating resistor to the backbone of the network.
The 3-pin male key is commonly referred to as the "stub" connector, and
the female key is known as the "through" connector. If the 3-pin
connector is used to connect a J1939-11 compliant ECU to a J1939-15
network, the drain wire (CAN_GND) will not be connected, and a sealing
plug will be installed in its place. Because it is the only specified
J1939 3-pin connector, this Deutsch 3-pin connector is used in the HIL
simulator as it is in commercial vehicle J1939 networks.

The other standard type of J1939 connector is the 9-pin connector, shown
in Exhibits 1.3 and 1.4, which is used for vehicle diagnostic purposes.
The J1939-13 specification describes the 9-pin connector as an off-board
diagnostic connector that is typically mounted in an easily accessible
location inside the driver's cab area. The Deutsch 9-pin connector (part
number HD10-9-1939P) is a connector commonly used in vehicle diagnostics
applications.

[]{#__RefHeading___Toc137289134 .anchor}Exhibit 1.1 -- J1939 3-Pin
Connector Pin Assignments

+---------------------+---------------+-------------------------------+
| **3-pin Deutsch**   | **Signal**    | **Description**               |
|                     |               |                               |
| **DT06-3S-E008**    |               |                               |
+---------------------+---------------+-------------------------------+
| A                   | CAN_L         | CAN bus line, dominant low    |
+---------------------+---------------+-------------------------------+
| B                   | CAN_GND       | CAN ground                    |
+---------------------+---------------+-------------------------------+
| C                   | CAN_H         | CAN bus line, dominant high   |
+---------------------+---------------+-------------------------------+

[]{#__RefHeading___Toc137289135 .anchor}Exhibit 1.2 -- J1939 3-Pin
Connector Schematic

![](media/image2.png){width="1.9583333333333333in"
height="2.3229166666666665in"}

[]{#__RefHeading___Toc137289136 .anchor}Exhibit 1.3 -- J1939 9-Pin
Connector Assignments

+--------------------+---------------+--------------------------------+
| **9-pin Deutsch**  | **Signal**    | **Description**                |
|                    |               |                                |
| **HD10-9-1939P**   |               |                                |
+--------------------+---------------+--------------------------------+
| A                  | BATTERY -     | Battery return                 |
+--------------------+---------------+--------------------------------+
| B                  | BATTERY +     | Positive battery supply        |
+--------------------+---------------+--------------------------------+
| C                  | CAN_H         | CAN bus line, dominant high    |
+--------------------+---------------+--------------------------------+
| D                  | CAN_L         | CAN bus line, dominant low     |
+--------------------+---------------+--------------------------------+
| E                  | CAN_GND       | CAN ground                     |
+--------------------+---------------+--------------------------------+

[]{#__RefHeading___Toc137289137 .anchor}Exhibit 1.4 -- J1939 9-Pin
Connector Schematic

![](media/image3.wmf){width="1.6979166666666667in" height="1.625in"}

####  {#section .unnumbered}

1.  []{#__RefHeading___Toc152748886 .anchor}Rationale for
    Hardware-In-the-Loop Simulator

The test program involved the procurement of equipment, the development
of the test bed, and the performance of network utilization and
environmental testing.

As the OEMs and component developers have insight into the number and
types of devices that will be utilizing the J1939 network, the research
team requested comments and solicited advice from design engineers of
several heavy-duty vehicle OEMs and major system suppliers, including
members of the SAE J1939 Committee, on the compilation of the test plan
and test program. Specifically, these groups assisted in identifying and
acquiring the actual ECUs or simulated devices that were incorporated
into the test bed network and also concurred with the particular
scenarios chosen for the testing. These test scenarios included:

-   Emergency maneuvers

-   Alternate physical layer (J1939-15, unshielded twisted pair)

-   Injected noise

-   Physical layer faults

-   Additional simulated systems

From the initial industry contacts, the J1939 component suppliers
expressed a common concern that the network be an accurate model of an
actual truck-borne system. Many had hoped that an actual truck would be
utilized for the setup, but if not, at a minimum, the setup would
incorporate as many actual COTS ECUs as possible instead of emulated
ECUs. Due to this shared industry position, it was apparent that to
provide the most credible and useful test of the J1939 network, actual
ECU hardware must be integrated into the test bed setup.

The research team recommended using a full-scale HIL laboratory network
for the test activity, rather than a production Class 8 truck tractor
for several reasons. The goal of the program was to test the performance
of a nominal J1939 network in a laboratory setting as opposed to that of
a particular production vehicle. Also, there was a need for
accessibility to system components, specific locations on the network
cabling and harnesses, and fabrication complexity beyond normal
manufacturing processes. In addition, it is impractical (and presents
potential safety implications) to implement the network traffic loading,
physical failures, driving scenarios, and test monitoring equipment
while actually operating a vehicle.

To increase the fidelity of the test, actual commercially available
J1939 compatible systems and production hardware were used whenever
possible to more accurately simulate a typical truck network. This
included using an actual engine ECU, instrument panel and vehicle ECU, a
collision warning and adaptive cruise control system, an ABS system, and
potentially an ECBS system and an event data recorder (EDR). While these
systems originally were proposed to be a mixture of simulated ECUs and
as much actual hardware as practical, discussions with industry contacts
revealed a preference for utilization of the actual physical hardware
for these components, which would help to build credibility for the
study results in the industry. This type of test bed setup using actual
production hardware from various suppliers had not previously been
attempted (or, if it had, the results had not been placed in the public
domain), and industry contacts expressed an interest in seeing such
testing performed.

Using several commercially available systems, as opposed to emulating
their operation using a generic personal computer, presented new
challenges in determining the exact equipment

(e.g., system ECUs, sensors, mechanical actuators/valves) required to
operate the system on the network. These components, while commercially
available and widely used in the commercial vehicle market, were often
difficult to obtain in the limited quantities required for this test
(often requiring purchase directly from truck repair and parts
facilities).

In the commercial vehicle industry, it is generally the responsibility
of the truck OEM to integrate the various subsystems into the truck OEM
wiring harness. Because the development of this HIL simulation was
completed independent of OEM sponsorship, additional challenges arose in
the acquisition and fabrication of the appropriate wiring and harnessing
necessary to set up the test bed. OEM wiring harnesses were neither
available nor desirable because they are fabricated for a specific CMV
and the HIL simulator is intended to represent a generic vehicle
network.

During the early stages of the test equipment procurement task, it was
necessary to clearly understand and document how each system's sensors
and actuators/valves would be emulated or driven to ensure that the
system functioned properly in the lab environment. Software development
work to control and communicate with the various ECUs also presented
challenges due to the input precision needed and real-time data flow
requirements. For example, emulating the crankshaft and camshaft timing
pulses was extremely complex due to the multi-channel output needed to
satisfy the engine ECU. This required custom software driver work.
Section 2.0 provides more details on these and other simulator
construction challenges.

Truck and bus OEMs produce many of the required components as integral
parts of the complete vehicle assembly, which complicated the process of
selecting and procuring ECUs. Therefore, we conducted a search of
catalogs and databases and interviewed sales and engineering personnel
to identify the appropriate parts and vendors. In some cases, parts were
not available to the general public or required custom fabrication. The
procurement process required a significant level of effort to establish
OEM and vendor contacts with the various system suppliers. The OEM and
suppliers were supportive of the effort and extremely generous in
providing technical assistance. Software loads, simulation programs,
engineering drawings, schematics, and other information were exchanged.
Numerous conversations with the OEM engineers were necessary to
determine how to integrate each ECU into the test bed. It was also
necessary to determine the correct signals, sensors, peripheral
components, and power levels to allow the ECUs to function on the test
bed.

While the identification and procurement of the actual J1939 system
hardware required considerable effort, it provided valuable insight into
the network communication issues facing the heavy-duty vehicle industry.
This in-depth interaction with each manufacturer established
relationships with manufacturer's product engineering personnel
supporting the test bed integration and reduced the technical risk and
cost of producing a high-fidelity J1939 network test.

2.  []{#__RefHeading___Toc152748887 .anchor}Overview of Test Bed Setup

    1.  []{#__RefHeading___Toc152748888 .anchor}Simulator Design

The simulator is intended to emulate a well-equipped,
state-of-the-practice Class 8 truck currently manufactured for the U.S.
market. The ECUs chosen are all J1939 capable, and as implemented,
require the network to provide their full range of function. Exhibit 2.1
shows the test bed developed to test J1939.

[]{#__RefHeading___Toc137289138 .anchor}Exhibit 2.1 -- HIL Simulator
Test Bed

![](media/image4.jpeg){width="5.997222222222222in"
height="3.729861111111111in"}

The simulator was developed with a high degree of modularity to
facilitate the simulation of different truck hardware configurations.
This modularity is present in both the hardware and software
relationships of the simulator. The simulator utilizes a distributed
computing environment where each ECU is connected to a single target
computer. The target computers exchange data and timing information on a
private (secondary) network, operating independently of the J1939
network. Using modular components facilitates the addition or
replacement of ECUs and their associated hardware.

For example, replacing the ABS ECU portion of the simulator with an ECBS
ECU would only require the hardware exchange of the ABS interface box
for an ECBS interface box. Similarly, the software changes needed would
only require that the ABS plant target model be swapped for the ECBS
plant target model. The remainder of the simulator hardware and software
would remain unchanged.

1.  []{#__RefHeading___Toc152748889 .anchor}Hardware

The simulator integrates all of the ECUs found in a "typical"
well-equipped heavy truck available in the marketplace as of the
2002-2003 timeframe. The specific truck ECUs that are integrated into
the HIL include:

-   Automated transmission

-   Engine

-   Vehicle (dash and warning)

-   ABS with automatic traction control (ATC)

-   CWS with adaptive cruise control (ACC)

In addition to the production ECUs used in the test bed, a number of
other heavy truck hardware components are used in the HIL. This hardware
includes:

-   Transmission Components: shift servos and range valve

-   Vehicle ECU Components: speed sensor

-   ABS Components: wheel speed sensors

-   Engine Components: fuel injectors

-   ABS Components: ABS and ATC valves

-   CWS Components: CWS front end radar

Exhibit 2.2 presents a block diagram of the simulator. The yellow boxes
denote truck hardware. These components were purchased from truck parts
suppliers in order to be as representative of hardware on the road as
possible. The boxes in blue denote the hardware that was purchased as
COTS equipment. The green boxes denote the hardware that was custom
designed and built for this program. A fault induction generator was
inserted into the network at physical fault test point either "A" or "B"
in the test bed setup.

[]{#__RefHeading___Toc137289139 .anchor}Exhibit 2.2 -- HIL Test Bed
Simulator Block Diagram

![](media/image5.wmf){width="5.990277777777778in"
height="3.0819444444444444in"}

Each ECU is interfaced to a general purpose personal computer (PC) with
input/output (I/O) cards through an interface box. The interface boxes
are custom designed and contain all of the power, signal conditioning,
and switchgear required to convert the signals in and out of the ECU to
allow it to be interfaced with the target computer. In addition to the
HIL hardware, the test bed includes equipment for simulating an
additional 12 ECUs as well as a CAN analysis tool.

The interface boxes also contain circuit protection for each of the DC
power lines supplied to the ECU. In addition, a J1587/1708 connector is
provided on the front of each interface box to permit the use of a J1587
service tool.

The general-purpose computers used in the HIL utilize an Asus A7V8X
motherboard with an AMD Athlon XP2100 Processor and 512 KB PC2700 memory
in a rack mount case.

1.  []{#__RefHeading___Toc152748890 .anchor}Software

The software environment chosen to develop the heavy-truck simulator was
the MathWorks Development Environment. This toolset consists of a number
of components including the following:

-   MATLAB -- Provides high-level modeling/scripting language

-   Simulink -- Provides visual modeling environment

-   Real-Time Workshop -- Compiles Simulink models for real-time
    applications

-   xPC -- Enables use of PC hardware and COTS data acquisition cards as
    a real-time target

The computers directly interfaced to each of the ECUs ran xPC Target, a
real-time operating system that runs on the widely-used x86 Intel
architecture. A "target" or, more fully, a "Real-Time Hardware Target"
contains a computer processor that runs a real-time operating system for
deterministic performance. The target computer can integrate a wide
array of input/output PCI bus hardware that can scale to accommodate
high-channel-count control and signal conditioning. In this study, six
rack-mounted personal computers are used as targets. Each target runs a
set of simulation models under a real-time operating system and
interfaces through I/O cards to a single ECU. The individual targets
exchange model data at a rate of 1,000 Hz over a high speed CAN network,
and together "run" the overall model of the tractor-trailer. The targets
boot into xPC from a floppy disc, and the compiled models are downloaded
from the host across the private ethernet (secondary) network, operating
independently of the J1939 network. The target computers are networked
together with a 1 Mbps CAN network. This network passes model parameters
between the target computers and times the execution of the targets. The
remainder of the development environment resided on the host computer.
This computer is similar to the target computer except that it runs
Windows 2000.

A separate software simulation model of each physical subsystem ("plant
model") was designed for each ECU's target PC. The plant models were
developed in MATLAB/Simulink, compiled in Real-Time Workshop with xPC
drivers in preparation for download to the xPC target computers. Exhibit
2.3 illustrates the top level of the engine model used in the
simulation.

[]{#__RefHeading___Toc137289140 .anchor}Exhibit 2.3 -- Engine Model

![](media/image6.wmf){width="4.748611111111111in"
height="3.310416666666667in"}

One of the key elements of this model is the torque map that provides
the percentage of maximum torque developed by combustion based on engine
RPM and the fueling pulse width measured at the fuel injectors. Exhibit
2.4 presents this map, which was generated using the plotting functions
in MATLAB.

[]{#__RefHeading___Toc137289141 .anchor}Exhibit 2.4 -- Engine Model
Torque Map

![](media/image7.png){width="3.873611111111111in"
height="2.904861111111111in"}

1.  []{#__RefHeading___Toc152748891 .anchor}Data Capture and Analysis

For the J1939 test bed, the CAN monitoring and analysis was performed
using the CANalyzer software package from Vector Informatics. This
software permits use of a two-channel PC card interface for simultaneous
monitoring and recording of the J1939 data bus and inter-target CAN (1
Mbps) bus. This allows correlation between the plant model I/O and J1939
messaging. A Softing CAN card was attached to the network for the first
twenty physical fault tests. When it was determined that it provided
redundant data to the CANalyzer tool, it was removed from the network
and not used on the remainder of the tests.

Physical signal monitoring was also performed using a Tektronix THS720P
digital oscilloscope with integral data logging capability.

2.  []{#__RefHeading___Toc152748892 .anchor}Driver Station

The driver station permitted HIL operation and the capability to record
and play back driver inputs. Exhibit 2.5 provides a picture of the
driver station. The driver station consisted of the following:

-   Keyed ignition switch (accessory, off, on, start)

-   Accelerator, brake, and clutch potentiometer pedals

-   Transmission shifter and console with gear indicator

-   Vehicle speed and engine tachometer gauges

-   Malfunction indicator lamps for engine malfunction, driver alarm,
    ABS, and ATC

-   Indicator lamps for shutdown, exhaust wastegate, engine brake low
    and high, brake pedal activation, trailer, exhaust brake, and fan
    clutch

-   Tractor and trailer parking brake switches

-   Switches to control master lighting, air conditioning, quick to
    neutral (transmission shift directly to neutral), power take offs
    one and two, speed (cruise) control, speed control set and resume,
    engine brake low and high, overdrive (on/off), ATC, ABS diagnostics,
    and off road.

-   Headway controller in cab unit with audio and visual indicators

-   Operator seat

-   Switch to record or playback operator inputs

This equipment was mounted on a moveable base, and all driver station
wiring terminated in the driver station target PC.

[]{#__RefHeading___Toc137289142 .anchor}Exhibit 2.5 -- Driver Station

![](media/image8.png){width="3.2069444444444444in"
height="3.9451388888888888in"}

1.  []{#__RefHeading___Toc152748893 .anchor}Graphical User Interface
    (GUI)

A GUI was also developed to provide the project team with an effective
and efficient tool to interpret data, especially during the process of
the simulator validation. The GUI was built using a LabView interface,
which could collect and display data from up to six xPC target PCs. The
GUI aggregated and logged the data for each test run, and supported a
minimal level of automated testing. Exhibit 2.6 provides a picture of
the GUI.

[]{#__RefHeading___Toc137289143 .anchor}Exhibit 2.6 -- Graphical User
Interface

![](media/image9.png){width="6.004166666666666in"
height="4.347222222222222in"}

1.  []{#__RefHeading___Toc152748894 .anchor}Simulator Design and
    Fabrication Issues

The project team overcame several challenges to the design and
fabrication of the HIL simulator, including:

-   Engine simulator reengineering

-   Limited inter-target bandwidth

-   Generation of crank and cam sensor signals

-   Supplier cooperation with plant modeling

-   Difficulty in obtaining ECU connector matching mating connectors and
    tooling

    1.  []{#__RefHeading___Toc152748895 .anchor}Engine Simulator
        Reengineering

Originally, the team intended to use a previously developed "engine
simulator" developed for internal use by an OEM. After significant
study, the team found this existing engine/vehicle ECU simulator, which
incorporated its own simulated transmission would not be able to provide
the functionality the desired additional subsystem ECUs would require.
The project team then decided that a new approach was necessary to be
able to incorporate a production transmission ECU (TECU) and ABS ECUs
into the test bed. The project team first carefully examined the engine
simulator to gain an understanding of how it functioned. This was a
substantial undertaking, which required:

-   Acquiring service documentation for the exact model engine simulated

-   Tracing circuits and developing wiring charts and schematics for
    each discrete signal in the simulator

-   Determining how various operator inputs affected the simulator
    performance

-   Reverse engineering the algorithms used to simulate a real truck
    environment based on the inputs and outputs of the printed circuit
    board built into the engine simulator

-   Developing a discrete wire management and wiring database

As worked progressed on this effort, it became apparent that this
existing engine/vehicle ECU simulator, which incorporated its own
simulated transmission, was not suitable for expansion with additional
COTS ECUs.

The team then worked with a major supplier of automotive transmissions
to duplicate an existing automated manual transmission simulator that
was constructed for product development purposes. This simulator
consisted of a COTS transmission ECU, X-Y shifting assembly, associated
position and vehicle speed sensors, a transmission plant model, and a
simplified software plant model of the engine. The supplier provided
both the simulator design and the assistance of its engineers. Once
completed, this automated manual transmission simulator became the
foundation for development of the complete COTS ECU HIL simulator used
in this program.

The integration of the automated manual transmission allowed a phased
approach to the development of the HIL simulator, which increased
confidence in the final product and allowed the team to better manage
the development risk along the way. The first phase of the effort
required the development of a duplicate transmission simulator, which
included both the setup of the hardware and integration of the software
for this simulator. The incorporation of the production transmission
simulator reduced the development effort in integrating the automated
manual transmission ECU into the test bed. The transmission model was
modified in anticipation of the planned separation of each subsystem
plant model onto separate target PCs. A driver station, described in
Section 2.1.4, was concurrently designed and fabricated.

Once the functionality of the existing transmission simulator was
duplicated, the second phase of development involved creating a virtual
engine model. This engine model was first verified on the same target PC
as the transmission, so that no inter-target communication
(communications between the "targets" or "real-time hardware targets"
that contain a computer processor that runs a real-time operating system
(OS) for deterministic performance of each system ECU) was required. The
engine model was then loaded onto a separate target PC, and the
inter-target communication was successfully incorporated.

The third phase involved modifying the engine plant model to allow the
use of the COTS engine and vehicle ECUs, each running on their own
target PCs. This required considerable effort, especially on the
crank/cam signal generation (as described in Section 2.2.4 and the
inter-target communications (as described in Section 2.2.3). The driver
station functions were also routed through a dedicated target PC. This
target became the gatekeeper for the simulator's outer plant control
loop. Once the transmission, engine, and vehicle ECUs, and the driver
station and their models were fully functional and their performance
verified, the bulk of the simulator design and fabrication effort was
complete.

Phases four and five involved adding the ABS with ATC and then the
headway controller (HWC) with ACC, and presented fairly straightforward
development efforts. These systems had fewer inputs and outputs compared
to the subsystems in phases one through three. Also, the plant model and
hardware interface development process was well established in earlier
phases. The completed tractor HIL simulator was verified by comparing
the network data generated by the simulator to that of a similarly
configured tractor (see Section 2.3.2).

For the J1939-specific testing, the project team used a Windows PC
running a COTS CAN monitoring tool (Vector CANalyzer). This allowed
monitoring of the J1939 network inter-ECU traffic, as well as the
simulator inter-target control loop traffic. A COTS virtual ECU terminal
was added to the network that could simulate up to 12 additional ECUs
for the loading test. The network also allowed adding a Gaussian white
noise generator for the noise testing portion of the study.

1.  []{#__RefHeading___Toc152748896 .anchor}HIL Simulator Wiring
    Database

The integration of commercially available, heavy-duty truck ECUs into
the test bed presented significant challenges in managing the physical
wiring (5,000 discrete wires) between the following components:

-   ECU hardware

-   Associated physical hardware that could not be emulated (e.g., the
    fuel injectors, shift bar housing, ABS pressure modulator valves,
    etc.)

-   The simulation computer

-   Other subsystems in the test bed

-   Power distribution units

A database was designed to track each wire, its associated connections,
and the discrete signal it carried (e.g., tachometer pulse, brake pedal
activation, etc.). The database was designed to allow the tracing of
wire connections within and between simulators (e.g., engine,
transmission, ABS, etc.). The database functioned as a tool to assist in
the assembly of the test bed and reduced the risk that an improper
connection would damage an ECU or simulation computer as components were
connected during testing. It also helped in troubleshooting faults on
the network.

1.  []{#__RefHeading___Toc152748897 .anchor}Limited Inter-Target
    Bandwidth

In order for the ECUs to function properly in the HIL simulator, the
target computers must exchange data and timing information on a private
(secondary) network, operating independently of the J1939 network. The
simulator utilizes a distributed computing environment where each ECU is
connected to a single target computer. Initially in the simulator design
process, this private (secondary) inter-target communication network was
planned to utilize the user datagram protocol (UDP) over a 100 Mbps
ethernet LAN network. Using UDP, programs on networked computers can
send short messages known as datagrams to one another. UDP does not
provide the reliability of other protocols; however, UDP is faster and
more efficient for many lightweight or time-sensitive applications. The
project team determined that the interrupt priority of the UDP ethernet
support within the individual targets was too low to guarantee real-time
execution. The real-time execution requirement mandated a change to a
high-speed, 1 Mbps CAN network between the targets where the real-time
execution could be ensured. This CAN network was not part of the J1939
network, and did not carry any J1939 message traffic. It was used solely
to pass inter-target plant model variable information on the simulator's
outer control loop. The constraints of this inter-target data network
required considerable additional effort to minimize the length of each
target's message. As used in this test program, the inter-target network
utilization was 84 to 86 percent. The network was used in a synchronous
manner, with each target PC transmitting its message in a predetermined
sequence at one-millisecond intervals. This allowed an outer loop
control rate of 1,000 Hz, and nearly eliminated the chances of an
inter-target message collision.

2.  []{#__RefHeading___Toc152748898 .anchor}Generation of Crank and Cam
    Sensor Signals

A major challenge in developing the interface boxes was in generating
the signals normally produced by the crank and cam sensors.
Counter-timer cards were purchased to generate the cam and crank
signals; however, the set produced output glitches when transitioning to
a new pulse rate. This issue was solved by replacing them with cards
from a different vendor. With the crank- and cam-timing diagram provided
by the engine manufacturer, these signals were replicated using seven
counter-timer channels and custom-developed circuitry. The seven
channels were needed due to the nature of crank and cam signals used by
the engine to determine engine timing and each of the six cylinder's top
dead center (TDC).

Each signal has a different base pulse rate, which is modified to create
a zeroing position. The crank signal dropped two pulses each revolution
at a known angular distance relative to Cylinder 1's TDC. The cam signal
added a single additional pulse for the same purpose. The dropped and
added pulses allowed the circuitry to simulate the missing and
additional teeth on the toothed wheels read by the cam and crank sensors
that allow the engine to determine TDC. A single counter-timer channel
was not capable of generating either of these irregular pulse trains
with missing or extra pulses. A base rate, high-frequency channel was
used to synchronize all the other counter-timer channels and the final
output signals. Three channels for each of the crank signal and the cam
signal were required. These were the base rate pulse for each signal---a
cylinder one TDC delay count, and a cylinder one TDC null pulse (crank)
or added pulse (cam). The base rate pulses and the null/added pulse were
then fed through a NAND/NOR circuit to output correctly timed and
formatted crank and cam signals.

Generating these seven synchronized pulse trains required the
development of a custom driver. The drivers for each of these cards did
not support some of the advanced functions required to generate the cam
and crank sensor signals. The board hardware supported the generation of
these signals with missing notched pulses and additional pulses for
indexing, but they were not accessible with the xPC driver set. These
functions were added to the drivers with considerable software
development effort.

3.  []{#__RefHeading___Toc152748899 .anchor}Supplier Cooperation with
    Plant Modeling

ECUs are tested to very tight tolerances to detect malfunctioning
subsystem components. Duplicating the expected input and output signals
necessary for proper operation requires comprehensive plant knowledge.
Some ECU system suppliers were very generous in providing proprietary
technical documentation, schematics, and engineer support to enable the
models to closely replicate production equipment and systems. Other
suppliers were unable to do so, or required extended negotiations before
they could participate in discussions. For those components for which
only limited vender cooperation was available, the project team
performed extensive testing and research to derive their operational
parameters to provide the proper input to the HIL simulated ECUs and
software.

4.  []{#__RefHeading___Toc152748900 .anchor}ECU Connectors

The mating connectors and tooling for many of the electrical signals
used on the ECUs were difficult for the project team to obtain. Many of
the connectors were not available from typical electronic suppliers and
had to be either ordered through truck part suppliers or obtained
directly from manufacturers. The tooling necessary to assemble the
connectors was even more problematic, given that most was developed for
production-line applications. After working with OEMs, subsystem
vendors, and connector suppliers, all of the correct connectors and
tooling were identified and procured.

1.  []{#__RefHeading___Toc152748901 .anchor}Simulator Correlation and
    Validation

In any project where simulation results will be used to make qualitative
or quantitative statements about the performance of a particular "real
world" system, it is critical to correlate the simulation environment
and the real-world implementation of the same system. The extent to
which this is possible increases the confidence that the simulation is
responding as the actual system would in simulated conditions not easily
tested on the real system. Fortunately for this testing program, a
production truck-tractor with similar system components and
configuration to the HIL simulator was made available to the team for
data collection. Exhibit 2.7 shows a picture of the tractor test bed
used to obtain correlation data.

[]{#__RefHeading___Toc137289144 .anchor}Exhibit 2.7 -- Tractor Test Bed

![](media/image10.png){width="5.997916666666667in"
height="3.9166666666666665in"}

1.  []{#__RefHeading___Toc152748902 .anchor}Network Data Collection from
    Tractor Test Bed

The test tractor ECU configuration was nearly identical to simulator ECU
configuration. The tractor engine ECU was an updated version of the unit
used in the HIL, and the vehicle ECU, which generates the instrument
panel data, had a different software load. The HIL engine ECU was
changed out to match the test tractor, and the vehicle ECU was
reprogrammed to match the test tractor, thus eliminating the variations.
The HIL modifications also allowed full use of the CWS system including
ACC, and updated the HIL to improve its fidelity. The manufacturers of
the ABS on the test truck and on the HIL were different, but both
vehicles used a four-modulator/four-sensor ABS.

The test tractor J1939 network was monitored and raw message data
collected while operating the tractor in a variety of situations (see
Exhibit 2.8). Step throttle inputs, while stationary, were used to
derive the engine damping and inertial parameters to tune the engine
model for a better real-world performance match. Shifting performance
data was collected while driving at a variety of speeds. These included
part-throttle and full-throttle up-shifting and braking-induced
downshifting. The ABS, ATC, and CWS/ACC were used during a series of
subsystem driving events to evaluate the bus loading while the tractor
was driven in conditions likely to "stress" the network (e.g., heavy
loading, several ECUs requiring coordinated operation). The ABS was
activated on dry, wet, and icy pavement conditions, as was the ATC. A
sufficient number of events were recorded in which the ABS was activated
to provide a comprehensive database for correlation. On the road, CWS
ACC events were also recorded.

Test Tractor Data Collection Test Plan

The test plan was performed on an OEM test tractor with a nearly
identical ECU and hardware configuration to the HIL simulator. All of
the testing was performed without a trailer. The J1939 network message
data was collected for all of the series except series 1. Video data,
from both in the cab while driving on the highway and outside during the
traction control and ABS events, was taken to correlate the driving
events with the J1939 network message data.

[]{#__RefHeading___Toc137289145 .anchor}Exhibit 2.8 -- Test Tractor Data
Collection

  ------------------------------------------------------------------------------------------------
  **Series**   **Description**                                              
  ------------ ------------------- --------------- ------------------------ ----------------------
  **1**        **Tractor Warm Up**                                          

               ***Description***   Warm up truck                            
                                   engine and                               
                                   transmission                             

               ***Type***          Road test for                            
                                   10 minutes                               

               ***Purposes***      Bring tractor                            
                                   systems to                               
                                   stabilized                               
                                   temperature and                          
                                   operating                                
                                   conditions                               

                                   Verify tractor                           
                                   ECU                                      
                                   configuration                            
                                   using J1587                              
                                   service tool                             

                                   Familiarize                              
                                   project team on                          
                                   CAN analyzing                            
                                   software                                 
                                   package                                  

               ***Condition***     Normal start,                            
                                   idle, and                                
                                   moderate speed                           
                                   driving and                              
                                   braking                                  

                                                                            

  **2**        **Step Throttle                                              
               Increase**                                                   

               ***Description***   Use 100%                                 
                                   throttle pedal.                          
                                   Accelerate from                          
                                   0 to 2,000 RPM                           
                                   and then                                 
                                   release                                  

               ***Type***          Static test (no                          
                                   vehicle motion,                          
                                   no gear                                  
                                   engaged)                                 

               ***Purpose***       Data collection                          
                                   to calibrate                             
                                   engine plant                             
                                   model --                                 
                                   acceleration                             

  ***2.1***    ***Condition 1***   Transmission in                          
                                   neutral, clutch                          
                                   in                                       

                                                   Engine brake off         Five repetitions

                                                   Engine brake low         Three repetitions

                                                   Engine brake high        Three repetitions

  ***2.2***    ***Condition 2***   Transmission in                          
                                   neutral, clutch                          
                                   out                                      

                                                   Engine brake off         Three repetitions

                                                   Engine brake low         One repetition

                                                   Engine brake high        One repetition

                                                                            

  **3**        **Step Throttle                                              
               Decrease**                                                   

               ***Description***   Establish                                
                                   stable 2,000                             
                                   RPM. Use 0%                              
                                   throttle pedal                           
                                   to 0 RPM.                                

               ***Type***          Static test (no                          
                                   vehicle motion,                          
                                   no gear                                  
                                   engaged)                                 

               ***Purpose***       Data collection                          
                                   to calibrate                             
                                   engine plant                             
                                   model --                                 
                                   deceleration                             

  ***3.1***    ***Condition 1***   Transmission in                          
                                   neutral, clutch                          
                                   in                                       

                                                   Engine brake off         Five repetitions

                                                   Engine brake low         Three repetitions

                                                   Engine brake high        Three repetitions

  ***3.2***    ***Condition 2***   Transmission in                          
                                   neutral, clutch                          
                                   out                                      

                                                   Engine brake off         Three repetitions

                                                   Engine brake low         One repetition

                                                   Engine brake high        One repetition

                                                                            

  **4**        **Nominal                                                    
               Performance Drive**                                          

               ***Type***          Road test to                             
                                   observe nominal                          
                                   acceleration,                            
                                   speed control,                           
                                   and                                      
                                   deceleration                             

               ***Purpose***       Data collection                          
                                   to calibrate                             
                                   system plant                             
                                   models --                                
                                   nominal                                  
                                   operations                               

                                   Data collection                          
                                   to calibrate                             
                                   J1939 network                            
                                   traffic --                               
                                   nominal                                  
                                   operations                               

               ***Condition 1***   Accelerate from                          
                                   0 to 60 mph                              
                                   under part                               
                                   throttle                                 

                                   Observe                                  
                                   transmission                             
                                   upshifts from                            
                                   2nd through                              
                                   10th gear                                

               ***Condition 2***   Establish speed                          
                                   control at                               
                                   speed limit                              

               ***Condition 3***   Decelerate from                          
                                   0 to 60 mph                              
                                   with normal                              
                                   braking                                  

                                   Observe                                  
                                   transmission                             
                                   downshifts from                          
                                   10th through                             
                                   2nd gear                                 

                                                                            

  **5**        **Maximum                                                    
               Performance Drive**                                          

               ***Type***          Road test to                             
                                   observe maximum                          
                                   acceleration                             
                                   and                                      
                                   deceleration                             

               ***Purpose***       Data collection                          
                                   to calibrate                             
                                   system plant                             
                                   models --                                
                                   maximum                                  
                                   operations                               

                                   Data collection                          
                                   to calibrate                             
                                   J1939 network                            
                                   traffic--                                
                                   maximum                                  
                                   operations                               

               ***Condition 1***   Accelerate from                          
                                   0 to 60 mph                              
                                   under full                               
                                   throttle                                 

                                   Observe                                  
                                   transmission                             
                                   upshifts from                            
                                   2nd through                              
                                   10th gear                                

               ***Condition 2***   Decelerate from                          
                                   0 to 60 mph                              
                                   with heavy                               
                                   braking (no ABS                          
                                   activation)                              

                                   Observe                                  
                                   transmission                             
                                   downshifts from                          
                                   10th through                             
                                   2nd gear                                 

                                                                            

  **6**        **Traction                                                   
               Control**                                                    

               ***Type***          Road test to                             
                                   observe an ATC                           
                                   activation                               

               ***Purpose***       Data collection                          
                                   to calibrate                             
                                   J1939 network                            
                                   traffic -- ATC                           
                                   event                                    

               ***Condition***     Maximum                                  
                                   acceleration                             
                                   over partially                           
                                   icy driving                              
                                   surface from 0                           
                                   to 25 mph                                

                                                                            

  **7**        **Anti-lock Braking                                          
               Event**                                                      

               ***Type***          Road test to                             
                                   observe an ABS                           
                                   activation                               

               ***Purpose***       Data collection                          
                                   to calibrate                             
                                   J1939 network                            
                                   traffic -- ABS                           
                                   event                                    

               ***Condition***     Maximum                                  
                                   deceleration                             
                                   over partially                           
                                   icy driving                              
                                   surface from 25                          
                                   mph                                      

                                                                            

  **8**        **Headway                                                    
               Controller Event**                                           

               ***Type***          Road test to                             
                                   observe HWC and                          
                                   ACC operation                            

               ***Purpose***       Data collection                          
                                   to calibrate                             
                                   J1939 network                            
                                   traffic -- HWC                           
                                   and ACC events                           

               ***Condition 1***   Establish HWC                            
                                   with ACC with                            
                                   no targets                               
                                   within the                               
                                   separation                               
                                   distance                                 

               ***Condition 2***   Observe effects                          
                                   of traffic                               
                                   entering the                             
                                   separation                               
                                   distance                                 

               ***Condition 3***   Observe HWC                              
                                   re-establish                             
                                   separation                               
                                   distance with                            
                                   down then up                             
                                   shifts                                   
  ------------------------------------------------------------------------------------------------

The cooperation of the truck OEM, whose engine ECU was used in the HIL
simulator, was extremely valuable. The data collected from the test
truck were used to tune and improve HIL simulation fidelity. The
operational profiles used in the data collection of the test truck were
matched using the HIL simulator. The engine model, in particular, was
greatly refined in this process. Once these changes were incorporated
into the HIL simulator, direct correlation data runs were then collected
from the simulator.

2.  []{#__RefHeading___Toc152748903 .anchor}Correlation HIL Simulator
    Versus Actual Truck

With the data collected from the tractor test bed, it was possible to
compare the quality and quantity of J1939 message traffic between an
actual heavy truck and the HIL simulator. Exhibits 2.9 -- 2.12
illustrate a comparison of network data samples for both vehicle and HIL
simulator accelerating from zero to nearly 39 miles per hour. The
tractor took approximately 21 seconds, while the HIL took 25. The
difference is primarily the result of the HIL simulator having a
virtual, lightly loaded trailer. From this data, it is possible to make
several observations.

[]{#__RefHeading___Toc137289146 .anchor}Exhibit 2.9 -- HIL Test Bed
Wheel Speed During Acceleration

![](media/image11.wmf){width="5.092361111111111in"
height="3.1354166666666665in"}

[]{#__RefHeading___Toc137289147 .anchor}Exhibit 2.10 -- Tractor Test Bed
Wheel Speed During Acceleration

![](media/image12.wmf){width="5.092361111111111in"
height="3.1354166666666665in"}

The vehicle and HIL simulator performance characteristics were similar.
The acceleration profiles, with the slight speed dip during and just
after a gear change, correlated well, as shown in Exhibit 2.9 and
Exhibit 2.10. The Torque/Speed Control 1 (TSC1) message rates and
intervals showed similar characteristics and trends. There was
comparable functionality of the automated transmission, the collision
warning system, the adaptive cruise control, the antilock braking
system, and the automatic traction control.

The J1939 network loading during the acceleration shows very good
correlation between the actual versus the simulated tractor for similar
events. Exhibit 2.11 and Exhibit 2.12 provide a comparison of the actual
and simulated J1939 network bus load during the same vehicle
acceleration. These show that both peak at 25 to 26 percent of network
capacity during shifting, and run a similar 18-percent load during
non-TSC1 event periods.

Together, this data confirmed that the HIL simulator was accurately
utilizing the J1939 network. This meant that testing results on overall
network loading for specific driving event scenarios would be an
excellent indicator for the overall network loading levels of actual
trucks under similar circumstances.

[]{#_Ref117049882 .anchor}

Exhibit 2.11 -- HIL J1939 Network Load During Acceleration

![](media/image13.wmf){width="5.116666666666666in" height="3.25in"}

[]{#__RefHeading___Toc137289149 .anchor}Exhibit 2.12 -- Tractor J1939
Network Load During Acceleration

![](media/image14.wmf){width="5.116666666666666in"
height="3.2402777777777776in"}

While the overall network utilization correlation was very good,
specific performance characteristics highlighted differences in the HIL
simulator and the actual tractor performance. Exhibit 2.13 and Exhibit
2.14 show the engine speed in RPM extracted from the electronic engine
control EEC1 message from both the HIL and the tractor. The overall RPM
range and shift profiles are very similar. However, the HIL exhibits
much sharper corners at the gear transition points. This is the result
of slightly imperfect modeling of the end-to-end dynamics from the
engine crankshaft to the actual wheels. The HIL does not fully capture
all of the damping present in the real world, especially at clutch plate
release and engagement.

[]{#__RefHeading___Toc137289150 .anchor}Exhibit 2.13 -- HIL Test Bed
EEC1 Engine Speed During Acceleration

![](media/image15.wmf){width="5.167361111111111in" height="3.15625in"}

[]{#__RefHeading___Toc137289151 .anchor}Exhibit 2.14 -- Tractor EEC1
Engine Speed During Acceleration

![](media/image16.wmf){width="4.968055555555556in"
height="2.967361111111111in"}

As shown in the J1939 network loading exhibits, these inevitable
modeling errors did not meaningfully detract from the overall excellent
correlation between the simulator and a real truck. Additional
correlation and validation data is found in Appendix A. With the HIL
simulator validated by this data comparison, the project then progressed
to the network-testing phase.

3.  []{#__RefHeading___Toc152748904 .anchor}Test Rationale and Series

The objective of this task order was to test the performance of the
J1939 network under a variety of conditions designed to "stress" the
network. These were planned to generate high network load levels and to
simulate safety-critical actions, failure of network harness components,
and a physical deterioration of the network backbone. The project team
developed a test plan to address the various operational parameters,
which was reviewed by the project sponsor and by volunteer members of
the SAE committees developing J1939 communications standards. The
initial test plans followed accepted network testing protocols but
produced a test matrix that was determined to be overly complex and
included many trivial test points. Preliminary testing further refined
the test matrix and involved:

-   Testing a 'steady' driving scenario

-   Injecting Intermediate traffic levels

-   Varying the amount and priority mix of simulated ECU/CWS messages

-   Recording and playing back test scenarios

-   Injecting the noise at more than one location on the network

-   Categorizing which of the five J1939 error types occurred

During testing, three 'complex' driving scenarios were utilized. These
were all similar but had variations of injected network traffic or
noise. The 'steady' scenario did not meaningfully stress the network and
was eliminated after preliminary testing. Due to the divergent
subsystems reactions to the different physical faults, an identical set
of driver inputs could not be easily used. As one fault might cripple a
particular a subsystem, some recorded driver inputs would then be
impossible for the simulator to complete. Therefore driver inputs during
driver scenarios during the testing were real-time as opposed to played
back.

Also in preliminary testing, partial maximum bus loading had no impact
on network performance. It was decided to run all network load tests at
the maximum added traffic that the simulator set up could produce. The
load testing was performed with an added traffic level at 74% of maximum
bus capacity using six simulated ECUs with twelve simulated controller
applications transmitting the same, high priority/highest repetition
rate message. Noise was injected at one location.

The detailed test procedures and test matrix are listed in Appendices E
and F. The Appendix E scenarios list the actions taken with the
simulator, when data collection began for each test, when injected
network load was added, and when injected noise was established. As a
result of the test matrix reviews and preliminary testing, a final set
of combined parameters was used to establish three main test
series---physical fault, network loading, and injected noise tests.

1.  []{#__RefHeading___Toc152748905 .anchor}Varied Test Parameters

The testing involved various parameters, including:

-   Number of ECUs on network

-   Network complexity

-   Virtual ECUs (message priority and type)

-   Cable type (shielded versus unshielded)

-   Network physical integrity (physical faults)

-   Driving scenario (safety-critical actions)

    1.  []{#__RefHeading___Toc152748906 .anchor}Number of ECUs on
        Network -- COTS and Virtual

The simulator was equipped with up to 5 COTS ECUs at any given time, and
had the capacity to simulate up to an additional 12 yet-to-be-invented
J1939 ECUs. A network with all five COTS ECUs was considered to
represent a well-equipped, modern truck with an automated manual
shifting transmission, engine, vehicle (instrument panel), ABS with ATC,
and HWC. The project team estimated that an additional 12 virtual ECUs
would be an appropriate number to simulate a high-end, well-equipped
truck manufactured over the next two decades. Those additional virtual
ECUs could incorporate non-safety-related functions such as cab lighting
or entertainment functions, or they could be safety-related, such as
jackknife and rollover prevention and additional systems monitoring and
maintenance functions (e.g., tire pressure, wireless inspection).

2.  []{#__RefHeading___Toc152748907 .anchor}Network Complexity

Network complexity increases with the number of ECUs that require a high
level of interaction with other system ECUs in order to function
properly. Safety-related ECUs (headway control and network active ABS)
add a significant amount of network traffic for the short time periods
when their systems must take action, as compared to the majority of the
time when they only monitor the vehicle status. These bursts of network
traffic have a high probability of occurring concurrently with other
safety-related actions, such as during a headway control event that took
place concurrently with an ABS event and automated shift of the
transmission. To better capture the effect of adding complex,
safety-related ECUs on the network, as compared to adding ECUs that have
less interaction with other vehicle ECUs, a limited set of tests were
run without the HWC in operation.

3.  []{#__RefHeading___Toc152748908 .anchor}Simulated ECUs -- Message
    Priority and Type

The type and priority of messages generated by the simulated ECUs were
varied to maximize the loading of the network. Preliminary testing
indicated the network was quite robust, even at very high network
utilization levels. This meant the types of messages, which could
meaningfully stress the network, were limited to those with the lowest
transmission repetition time periods.

4.  []{#__RefHeading___Toc152748909 .anchor}Cable Type -- Shielded
    Versus Unshielded

Both shielded, twisted pair (J1939-11 or STP) and unshielded, twisted
pair (J1939-15 or UTP) cables were examined. While the shielded cable
was expected to perform better due to higher induced noise tolerance,
the unshielded cable offers significant advantages in harness assembly
and overall cost. For these reasons, the unshielded cable was tested
more extensively than the shielded cable---with the assumption that
shielded would be at least as capable in a given test scenario.

5.  []{#__RefHeading___Toc152748910 .anchor}Network Physical Integrity
    -- Physical Faults

The failure cases listed in J1939-11 Section 7.4 (summarized in Exhibits
3.1 and 3.2) were the basis for the physical network faults used in most
testing. Additionally, injected Gaussian noise testing was conducted to
provide an overall perspective on how minor physical degradation would
affect the network. Factors such as excessive wear and environmental
effects on the network harness and connectors might cause a degraded
network.

6.  []{#__RefHeading___Toc152748911 .anchor}Driving Scenario --
    Safety-Critical Actions

The initial approach to determining which driving scenario to use was
based on the assumption that both a simple, steady-state scenario and a
more complex, multiple high-network-demand events scenario would be of
interest. However, as preliminary testing progressed, it became obvious
that the network was quite robust, and only the most stressful scenario
would have a meaningful chance of highlighting any systemic weaknesses.
As a result, a complex driving and event scenario was selected for all
of the test series.

The scenario began with a normal start, manual clutch activation to
engage the starting gear, a rapid acceleration to 60 mph using automated
manual shifting, and the establishment of cruise or adaptive cruise
control. When steady cruise speed was established, two sequential,
adaptive cruise headway control events were initiated, followed
immediately with an emergency braking event requiring ABS activation.
The HIL was then accelerated again to 60 mph and cruise/adaptive cruise
resumed, if possible. After another short period of stable cruise, the
test sequence was completed with a normal deceleration to a full stop
and the ignition turned off. Physical faults, additional message
traffic, and/or injected noise were added depending on the specific test
series run. Appendix E lists the specific driving/test scenarios used in
each test series.

1.  []{#__RefHeading___Toc152748912 .anchor}Physical Fault Tests

    1.  []{#__RefHeading___Toc152748913 .anchor}Faults and Location

The physical faults (outlined in SAE J1939 Section 7.4 and ISO-11898
Table 19) that were tested are shown graphically in Exhibit 3.1 and
summarized in Exhibit 3.2. In order to perform these tests, a fault
induction generator was fabricated. The fault induction generator was
inserted into the network at physical fault test point either "A" or "B"
in the test bed setup (see Exhibit 2.2). The fault generator could
induce physical faults one through nine at the selected location. Fault
10 (topology parameter violation) was created by adding additional
network cable segments to the nominal network. Fault 10 was only induced
during injected noise tests, since the effect of excessive network
length reduces overall network signal-to-noise ratio.

[]{#__RefHeading___Toc137289152 .anchor}Exhibit 3.1 - Physical Fault
Case Schematic

![](media/image17.wmf){width="5.997222222222222in"
height="2.1777777777777776in"}

[]{#__RefHeading___Toc137289153 .anchor}**Exhibit 3.2 -- Physical Fault
Case Description**

  ----------------------------------------------------------------------------
  **Fault   **Description**   **J1939-11**        **ISO-11898**
  \#**                                            
  --------- ----------------- ------------------- ----------------------------
  0         No Fault          \-                  \-

  1         CAN_H Interrupted No communication    Communication continues. S/N
                              across fault. S/N   decreased.
                              reduced.            

  2         CAN_L interrupted No communication    Communication continues. S/N
                              across fault. S/N   decreased.
                              reduced.            

  3         CAN_H to Vbat     No communication    Communication continues. S/N
                              possible.           decreased

  4         CAN_L to Ground   Communication       Communication continues. S/N
                              possible. Reduced   decreased
                              S/N.                

  5         CAN_H to Ground   No communication    Communication continues. S/N
                              possible.           decreased

  6         CAN_L to Vbat     No communication    Communication continues. S/N
                              possible.           decreased

  7         CAN_H to CAN_L    No communication    Communication continues. S/N
                              possible.           decreased

  8         CAN_H & CAN_L     No communication    No communication across
            interrupted       across fault. S/N   fault. S/N reduced.
                              reduced.            

  9         Loss of           Communication       Communication with reduced
            Termination       possible with       S/N.
                              reduced S/N.        

  10        Topology          Communication       N/A
            Parameter         possible with       
                              reduced S/N.        
  ----------------------------------------------------------------------------

2.  []{#__RefHeading___Toc152748914 .anchor}Physical Fault Tests -- Data
    Collection

Each ECU was cleared of active faults prior to the start of each test
using the SAE J1708 service tool. The physical fault test driving
scenario was repeated for each test and completed to the extent possible
after initiation of the physical fault. Driver observable indicators of
vehicle status and vehicle performance characteristics were recorded.
Each ECU was queried for active and inactive fault codes after the
network physical fault was initiated and after it was cleared. J1939 CAN
message data was collected for each test as indicated in the test
driving scenario.

3.  []{#__RefHeading___Toc152748915 .anchor}Physical Fault Tests -- Data
    Presentation

Exhibit 3.3 illustrates how the physical fault testing results were
recorded. Under "Indicators," an "X" means the warning indicator
illuminated once the fault was initiated. An "X" in the row labeled
"Clear" means the warning indicator remained illuminated after the
physical fault was cleared. The remaining results detail system
functions and specific ECU fault codes (i.e., under "ABS " the code
"17-3", etc.) observed during the J1939 network testing. These results
are classified using a modification of the failure mode severity
classification from Annex A of ISO 7637-1:1990(E). The specific
definitions of these classifications are listed in Exhibit 3.4. All
individual physical fault test results, and ECU fault code definitions
are listed in Appendix B.

[]{#__RefHeading___Toc137289154 .anchor}Exhibit 3.3 -- Example of
Physical Fault Testing Results

![](media/image18.wmf){width="6.366666666666666in"
height="1.4048611111111111in"}

[]{#__RefHeading___Toc137289155 .anchor}Exhibit 3.4 -- Failure Mode
Classification

+-----------+----------------------------------------------------------+
| **        | **Description *(italics indicates modification from ISO  |
| Failure** | 7637-1)***                                               |
|           |                                                          |
| **Classif |                                                          |
| ication** |                                                          |
+-----------+----------------------------------------------------------+
| Class A   | All functions of a device/system perform as designed     |
|           | during and after exposure to the physical fault. *ECU    |
| *or       | fault code is not activated at any point during the      |
| Blank*    | test.*                                                   |
+-----------+----------------------------------------------------------+
| Class B   | All functions of a device/system perform as designed     |
|           | during exposure; however, one or more functions can go   |
|           | beyond specified tolerance. All functions return         |
|           | automatically to within normal limits after exposure is  |
|           | removed. Memory functions shall remain Class A. *ECU     |
|           | fault code is intermittently activated during fault      |
|           | exposure and clears when exposure is removed.*           |
+-----------+----------------------------------------------------------+
| Class C   | A function of a device/system does not perform as        |
|           | designed during exposure but returns automatically to    |
|           | normal operation after exposure is removed. *ECU fault   |
|           | code is activated during fault exposure and clears when  |
|           | exposure is removed.*                                    |
+-----------+----------------------------------------------------------+
| Class D   | A function of a device/system does not perform as        |
|           | designed during exposure*, or ECU fault code activates,* |
|           | and does not return to normal operation*, or ECU fault   |
|           | code inactivates,* until exposure is removed and the     |
|           | device system is reset by simple "operator/use" action.  |
+-----------+----------------------------------------------------------+
| Class E   | One or more functions of a device/system do not perform  |
|           | as designed during and after exposure*, or ECU fault     |
|           | code activates,* and cannot be returned to proper        |
|           | operation*, or ECU fault code inactivated,* without      |
|           | repairing or replacing the device/system.                |
+-----------+----------------------------------------------------------+

4.  []{#__RefHeading___Toc152748916 .anchor}Physical Fault Tests --
    Pass/Fail Criteria

The network was considered to have passed a physical fault test if it
met or exceeded the requirements as listed in Exhibit 3.2, and when no
ECU hardware had a failure classification of Class E, damage requiring
repair or replacement, in Exhibit 3.4. All ECUs needed to revert to
completely nominal operations after the fault was cleared and vehicle
ignition was cycled.

Listed below are the specific criteria to "Pass" a Physical Fault Test
(All fault numbers refer to Exhibit 3.2.).

**Fault free tests** (Fault number 0)

No operator or J1708 service tool observable faults, warnings or other
MIL indicators. Operation of the vehicle is nominal including HWC and
ACC when part of the network.

**Signal-to-Noise reducing faults** (Fault numbers 4 and 9)

Same as fault free, above.

**Network Segmenting Faults** (Fault numbers 1, 2, and 8)

The network operates in a fault free manner until initiation of the
physical fault. Upon fault initiation, MIL indications and/or ECU fault
codes on all affected subsystems needing to communicate across the fault
location. Segmented subsystems revert to stand-alone or independent
operation. Acceptable vehicle malfunctions: Transmission shifting
degraded or not possible if network segmented in location B. Adaptive
Cruise Control and ABS engine/retarder control not possible if the
network segmented in location A. No Class E failure classification of
any hardware.

**Network Failure Faults** (Fault numbers 3, 5, 6, and 7)

The network operates in a fault free manner until initiation of the
physical fault. Upon fault initiation MIL indications and/or ECU fault
codes on all affected subsystems using the J1939 network. Subsystems
revert to stand-alone or independent operation. Acceptable vehicle
malfunctions: Transmission shifting may be degraded or not possible.
Adaptive Cruise Control and ABS engine/retarder control may not be
possible. No Class E failure classification of any hardware.

2.  []{#__RefHeading___Toc152748917 .anchor}Network Loading Tests

    1.  []{#__RefHeading___Toc152748918 .anchor}Traffic Levels and
        Priority

The simulated ECUs could be programmed to produce a variety of message
types and priorities to progressively load the network. Tire Pressure
Control Unit Current Pressures (TP3/pgn65146) is an example of a
low-priority, low-data-rate message that causes little interaction with
other ECUs. The TSC1 message (Torque/Speed Control #1/pgn0) is an
example of a high-rate, high-priority message that can directly affect
multiple vehicle systems.

Vehicles with an automated transmission, engine and vehicle ECUs, an ABS
ATC, and an HWC are considered to be complex vehicles for the purpose of
this study. The network loading was approximately 18 percent for a
complex vehicle while under headway control with no vehicle traffic
within the minimum headway separation distance. The network load
increased to 24 percent when simulated vehicle traffic entered the
minimum separation and the HWC issued TSC1 commands to the engine and
engine retarder. Under the most adverse operational scenario consisting
of an HWC retarding event combined with ABS and retarder events that
cause multiple automated shifts, the highest network peak traffic level
observed by testing personnel was approximately 42 percent during a
single, one-second average traffic level measurement by the Vector
CANalyzer software tool.

Load testing started with an assumption that the asynchronous network
might start to show signs of breakdown starting at or slightly above 60
percent of maximum capacity. This assumption meant that to achieve the
minimum additional traffic necessary to begin the load tests, an
additional 20 percent of total network capacity bus loading had to be
artificially added.

Because low-rate, low-priority messages add trivial busloads (well below
one-tenth of one-percent), the TSC1 message was chosen as the primary
means to increase bus loading. The TSC1 message is a standard length,
eight data byte message, which is broadcast at 10 ms intervals. Each
TSC1 message added approximately 6 percent to total network loading.

The HIL test bed had six simulated ECUs, each capable of generating two
simultaneous TSC1 message streams. The total network traffic that could
be artificially added to the J1939 network was approximately 74 percent
of the total rated capacity of the network. This meant the theoretical
peak traffic level that the HIL simulator could generate was
approximately 110 percent of rated J1939 capacity. In practice, the
maximum requested load rates ranged from 95 to 104 percent.

2.  []{#__RefHeading___Toc152748919 .anchor}Bus Arbitration

The CAN (ISO-11898) is the basis for the bus arbitration functions
implemented in J1939. Under this CAN, a "1" is defined as a recessive
bit, and "0" is defined as the dominant bit. The test bed HIL ECUs used
the 29-bit J1939 identifier. This identifier is packaged into a CAN,
four-byte arbitration field as part of the large CAN extended frame. All
CAN arbitration is completed during the transmission of the 29-bit J1939
identification within the arbitration field. If two or more ECUs attempt
to simultaneously transmit, an ECU will cease transmission when it
detects a dominant "0" bus state while it is transmitting a recessive
"1." This indicates another ECU is transmitting a message with higher
arbitrated rank. Subsequent data bytes will then be transmitted only by
the single ECU, which "wins" the arbitration.

An example of these J1939 message frames is shown in Exhibit 3.5. The
exhibit lists 13 consecutive messages recorded during Load Test 119 (see
Appendix C). The far right column lists their respective arbitrated
"rank" if the ECUs had each attempted to simultaneously transmit them.
At transmitted bit number seven (7), ECU ID 23 (Instrument Cluster)
transmitting PGN 65281 and ECU ID 3 (Transmission) transmitting PGN
61442 would cease transmission, since their CAN controllers would see
the dominant "0" bus state when they attempted to transmit the recessive
"1."

Since all of the other messages are PGN 0/TSC1, Priority 3, Destination
0 (Engine #1), they are identical until broadcasting their source
address, transmitted bits #25 through #32. At RX 12.4042, this means
that the Virtual ECU ID 2 (Turbocharger) has the highest arbitrated
rank, as it has the lowest J1939 preferred address.

[]{#__RefHeading___Toc137289156 .anchor}Exhibit 3.5 -- Bus Arbitration
Illustration

![](media/image19.wmf){width="5.997916666666667in"
height="2.071527777777778in"}

The effects of bus arbitration mean that during all the load tests,
there were many opportunities for the 15 ECUs (12 virtual and 3 COTS
ECU) to simultaneously begin TSC1 message transmission up to the 26th
transmitted bit.

3.  []{#__RefHeading___Toc152748920 .anchor}Network Load Tests -- Data
    Collection

Load tests were conducted in a similar manner to physical fault tests
with the addition of artificially added J1939 network traffic. The
driving scenario in Appendix E shows the load test sequence of events,
including the start and termination of virtual ECU-generated network
traffic. Specific network load levels were recorded throughout the test
runs.

4.  []{#__RefHeading___Toc152748921 .anchor}Network Load Tests -- Data
    Presentation

Exhibit 3.6 illustrates how the network load testing results were
recorded. The exhibit and the classification of the severity are
identical to the physical fault testing exhibit (see Exhibit 3.3). Four
added columns record the "Network" nominal load (in percent of maximum),
peak load (in percent of maximum), total CAN errors recorded during data
collection, and the name of the raw recorded CAN data file (CFile #).
Complete network load test results are listed in Appendix C.

[]{#__RefHeading___Toc137289157 .anchor}Exhibit 3.6 -- Example of Load
Test Results

![](media/image20.wmf){width="6.497916666666667in"
height="1.1770833333333333in"}

5.  []{#__RefHeading___Toc152748922 .anchor}Network Load Tests --
    Pass/Fail Criteria

Network load test pass/fail criteria included all the criteria used in
physical fault pass/fail criteria.

3.  []{#__RefHeading___Toc152748923 .anchor}Injected Noise Level

Exhibit 3.7 shows the J1939 test setup block diagram used for the noise
testing. Both J1939-11 and J1939-15 harnesses were tested. They are
described in Exhibit 3.8.

[]{#__RefHeading___Toc137289158 .anchor}Exhibit 3.7 -- Noise Test Setup
Block Diagram

![](media/image21.wmf){width="5.993055555555555in"
height="1.6770833333333333in"}

[]{#__RefHeading___Toc137289159 .anchor}Exhibit 3.8 -- Test Harness
Lengths (meters)

  ------------------------------ ---------- ---------- ---------- ----------
  Harness Type                   J1939-11              J1939-15   

  Device                         Bus        Stub       Bus        Stub

  Noise Generator                0.90                  0.91       

  Virtual ECU 2                  0.89       0.91       0.89       0.91

  Virtual ECU 6                  0.55       0.94       0.56       0.94

  Virtual ECU 3                  0.25       0.84       0.25       0.84

  Virtual ECU 1                  0.20       0.74       0.30       0.74

  Virtual ECU 5                  0.17       0.76       0.74       0.94

  Virtual ECU 4                  0.23       0.84       2.03       0.97

  Transmission ECU               5.00       0.91       2.77       1.45

  Engine ECU                     7.00       0.86       3.68       1.70

  Vehicle ECU                    5.70       0.84       1.17       1.20

  Physical Fault Box             0.23                  0.23       

  ABS                            3.95       0.99                  1.05

  Headway Controller             0.18       1.02       0.30       1.14

  Can Monitoring Card            0.03       0.86       0.64       1.73

  Terminator A                              0.03       0.28       

  Total Length, meters           25.24      10.54      14.76      10.51
  ------------------------------ ---------- ---------- ---------- ----------

Two network cable harness assemblies were fabricated for this project.
The first was a J1939-11 cable set (shielded twisted pair or STP) with
an end-to-end length of 25.24 meters. The second set was fabricated to
the J1939-15 specification (unshielded twisted pair or UTP) with a
length of 14.76 meters. When combined, the total bus length was 40
meters, the longest specified under J1939-11/15. An additional J1939-15
cable segment of 20.00 meters could be added to both the J1939-11
harness and the combined harness. This resulted in bus lengths of 45.24
and 60.00 meters, respectively, both of which exceed the J1939 standard.

Noise was injected directly into the network using an arbitrary function
generator producing Gaussian white noise from 1,000 Hz through 10 MHz.
The injection point was in place of one bus terminator. Tests were
conducted at a matched terminating resistance equal to the nominal
120-Ohm terminator (see Exhibit 3.9).

[]{#__RefHeading___Toc137289160 .anchor}Exhibit 3.9 -- Noise Test
Termination

![](media/image22.wmf){width="3.529166666666667in"
height="2.1979166666666665in"}

The nominal bus peak-to-peak voltage (VPP) was 1.80 VPP. One series of
the noise tests was conducted with an injecting termination of 50-Ohms,
which lowered network signal voltage levels to 1.20 VPP, the minimum
specified by SAE J1939.

The noise level was adjusted before each test and remained constant for
the duration of each test. The noise level was raised to determine the
threshold where the network error rate caused a vehicle operator
observable system malfunction indication (e.g., any malfunction light)
and/or an improper and unexpected vehicle operation (e.g., no automated
manual shifting).

1.  []{#__RefHeading___Toc152748924 .anchor}Injected Noise Tests -- Data
    Collection

Injected noise tests were conducted in a similar manor to physical fault
tests. Appendix D shows the driving scenario and test sequence of events
used for these tests.

2.  []{#__RefHeading___Toc152748925 .anchor}Injected Noise Tests -- Data
    Presentation

Exhibit 3.10 illustrates how the injected noise testing results were
recorded. The test number and CAN data file are administrative
information. The arbitrary function generator noise level and net noise
level on the network are shown in millivolts root-mean-square (RMS).
Load and peak are the network traffic load percentages. The errors per
second are the average error level during the CAN data collection. The
S/N ratio represents the energy level of the J1939 signal divided by the
noise energy level. The number of virtual ECUs was recorded, as well as
whether they were transmitting during the test.

A "Pass" result indicates no driver observable effect on vehicle
performance, including no warning or malfunction indicators (even
intermittent ones), and no active or intermittently active ECU fault
codes. A "Fail" result means some or all vehicle functions were impaired
and/or indicators or active ECU fault codes presented themselves. The
classification of the effects on the HWC, ABS, TECU, and the combined
vehicle (or cab) ECU (VECU) and engine ECU (EECU) are the same as used
in physical fault and load tests (see Exhibit 3.4). Unlike the physical
fault and load tests, which used a single entry, the effect
classification was recorded at four phases of the driving scenario,
since the noise would usually affect the more complex and highly loaded
driving phases before it interfered with the ignition on and start
phases. All individual injected noise test results are listed in
Appendix D.

[]{#__RefHeading___Toc137289161 .anchor}Exhibit 3.10 -- Example of
Injected Noise Test Results

![](media/image23.wmf){width="5.997222222222222in" height="1.25in"}

3.  []{#__RefHeading___Toc152748926 .anchor}Injected Noise Tests --
    Pass/Fail Criteria

With no SAE J1939 specified tolerance level for injected noise, these
tests were meant to give a relative quantitative evaluation of the
effects of a degraded network, which might then allow qualitative
statements on the overall robustness of the network to electromagnetic
interference. The degradation simulated was less than a level sufficient
to allow network fault classification under the failures listed in
Exhibit 3.2 (SAE J1939 Section 7.4).

Specifically, for those physical faults specified only to reduce the
signal-to-noise ratio of the network, the testing allowed a quantitative
evaluation of the relative difference between nominally-configured,
fault-free networks and those with physical faults which produced no
observable effects under the previously accomplished physical fault and
load tests. These faults were number 4 (CAN_L to Ground), number 9 (loss
of termination), and number 10 (topology parameter, i.e., excessive
network bus and/or stub lengths). Additionally, more bus cross signal
wire resistance was added for some tests to simulate a partial shorting
of the signal wires of the network, but one which had not reached a
level of shorting to be classified as a full fault number 7 (CAN_H to
CAN_L).

The network was considered to "pass" an injected noise test when no
operator observable or ECU faults, warnings, or other MIL indicators
were present. Operation of all vehicle systems was nominal, including
HWC and ACC when present on the network.

The network was considered to "fail" when any warning indicator, ECU
fault and/or abnormal operation was observed. However, this failure does
not mean the J1939 network failed to meet some specification; it merely
demarcates the injected noise tolerance for that particular
configuration/physical fault vs. a nominal network.

The network would have been considered to "fail" specification, if an
in-specification network topology had failed with no injected noise.

4.  []{#__RefHeading___Toc152748927 .anchor}Application Layer Issues

During testing, one specific anomalous behavior occurred without any
warning to the operator. When the TECU was segmented from the EECU by a
physical fault, which did not corrupt the voltage level of the entire
network (faults number one, two, and eight in Exhibit 3.2) neither ECU
would report a network error to the operator. In this situation, all
transmission shifting methods were inoperative. This included automated
manual shifting, manual shifting, and the selection of neutral/reverse.

The vehicle would remain in the gear that it was in when the fault
occurred. The operator would only observe an anomaly if an attempt was
made to accelerate or decelerate out of the normal vehicle speed range
for that gear. Slowing the vehicle caused the engine to stall as the
speed dropped below engine idle RPM for that gear. Accelerating would
cause the engine to reach maximum RPM without an up shift. Restarting
the stalled engine in this condition could be accomplished by pushing
the clutch pedal. However, acceleration again from a full stop of the
tractor would only be possible if the transmission locked in a low gear.
If the transmission was locked in a relatively high gear, the operator
might be able to slip the clutch to accelerate the tractor to a speed
range appropriate to the locked gear. Once the fault was corrected, even
without cycling the ignition, the transmission exhibited normal behavior
and function.

Both the engine and transmission recorded a J1939 fault in the ECU, but
did not report this to the operator through any of the warning
indicators in the dashboard display. The information could be retrieved
in real-time or after shutdown through the use of a J1708 service tool.

This issue highlights the fact that no particular ECU is "responsible"
for the J1939 network status. Each ECU may report network errors, as the
manufacturer deems necessary, for the safe operation of its particular
system.

5.  []{#__RefHeading___Toc152748928 .anchor}Connector Diversity

As stated previously, the SAE J1939-11 documentation specifies the
Deutsch 3-pin connector (part number DT06-3S-E008) is to be used for
interconnection within the vehicle. This 3-pin connector is used to link
an ECU to the backbone of the network. The use of non-standard
connectors could have an adverse effect on network performance. All of
the COTS ECUs used in the simulator incorporated the J1939 network
wiring via their existing interface connectors. None of the five OEM
connectors on the COTS ECUs were of the same type, nor were their
connectors specifically identified in the J1939 standard. In total,
there were four different connector manufacturers. Furthermore, the
connectors from the two ECUs, which utilized connectors from the same
manufacturer, sourced the connectors from different connector families
within that manufacturer's product line.

Standard cable termination for the connectors is also specified for the
J1939 network. Appendix B of both SAE J1939-11 and J1939-15, details the
recommended cable termination procedures for both J1939-11 (shielded
twisted pair) and J1939-15 (unshielded twisted pair). That document
specifies that insulation is to be stripped 7 mm +- 0.8 mm from the data
wires. For J1939-15, the maximum distance between data wires is 3 mm,
and a resumption of data wire twist should occur within 50 mm. A summary
of the strip lengths, signal wire separation in the connector and the
in-connector length where the cable could not begin to twist (as
compared to the J1935-15 specification) is listed in Exhibit 3.11. That
said, there appeared to be little or no degradation of the network as a
result of this diversity of implementation of J1939 connector standards.

[]{#__RefHeading___Toc137289162 .anchor}Exhibit 3.11 -- Connector
Summary

+----------+------------------+-----------------+--------------------+
| #### ECU | **Wire Strip     | **Pin           | **Cable Untwist    |
|          | Length**         | Separation**    | Length**           |
+----------+------------------+-----------------+--------------------+
| TECU     | 4.0 mm           | 4.6 mm          | 9.3 mm             |
+----------+------------------+-----------------+--------------------+
| EECU     | 4.7 mm           | 10.0 mm         | 7.0 mm             |
+----------+------------------+-----------------+--------------------+
| VECU     | 5.9 mm           | 5.3 mm          | 2.0 mm             |
+----------+------------------+-----------------+--------------------+
| ABS      | 7.0 mm           | 9.1 mm          | 12.0 mm            |
+----------+------------------+-----------------+--------------------+
| HWC      | 5.0 mm           | 3.0 mm          | 5.0 mm             |
+----------+------------------+-----------------+--------------------+
| J1939    | 7 mm             | 3 mm (-15)      | 50 mm (-15)        |
+----------+------------------+-----------------+--------------------+

4.  []{#__RefHeading___Toc152748929 .anchor}Testing Results

    1.  []{#__RefHeading___Toc152748930 .anchor}Physical Fault Test
        Results

During the physical fault testing, the network reacted to physical
failures as discussed in SAE J1939-11, Section 7.4 (summarized in
Exhibit 3.2).

Deviations in network performance caused by individual ECU variation
from J1939 in connector type and wiring were not observed (see Section
3.6). An anomalous vehicle operational mode was repeatedly observed when
the transmission ECU was segmented from the EECU. However, this is an
application layer-based implementation anomaly and not J1939
standards-related (see Section 3.5).

In the physical fault testing, there are three primary classes of bus
faults:

1.  Signal-to-noise ratio reduction, but communications still possible

2.  Segmenting faults that prohibit/inhibit communication across the
    fault location

3.  Network failure faults that cause loss of communications over the
    entire network

A total of eight network configurations were tested against physical
faults. The network configurations were chosen to stress the networks in
realistic manner by varying the complexity of the ECU hardware, adding
virtual ECUs and failing the network in specific locations. The HWC was
viewed as a "complex" network addition. The HWC provides ACC
functionality and issues high rate TSC1 messages. The HWC also directly
controls vehicle deceleration and reacceleration without operator
intervention. The number of virtual ECUs added to the network was
decided upon in consultation with industry. The four additional ECUs
resulted in an 80% increase over the complex network (with HWC) and a
100% increase over the "simple" network (without HWC). Faults inserted
(see Exhibit 2.2) at the "A" location separates the ABS and HWC from the
engine, and forces these systems into independent operation if the
physical fault causes segmentation or loss of communication on the
network. Faults at the "B" location can disrupt the communication
between the automated shifting transmission and the engine ECUs. This
has a greater potential for crippling the vehicle operation by making
shifting sporadic or impossible.

Each test configuration was tested for physical faults one through nine
(see Exhibit 3.2) and included a nominal test at the beginning of each
new test series to determine proper network functionality before
inducing physical faults. A total of 80 physical fault tests were
conducted, the results of which are listed in Appendix B with each test
numbered sequentially from 1-80.

1.  []{#__RefHeading___Toc152748931 .anchor}Fault-Free Tests

The eight physical network configurations used in physical fault testing
were first tested for error-free operation on all ECUs connected to the
network and for proper vehicle operations (see Exhibit 4.1). The data
from the physical fault tests with no induced faults are listed in
Appendix B, specifically tests PF01,PF11, PF21, PF31,PF41, PF51, PF61,
and PF71. With no induced faults, all configurations operated nominally.

[]{#__RefHeading___Toc137289163 .anchor}Exhibit 4.1 -- Physical Fault
Tests: Network Configurations

  --------------- -------------------- ----------- ------------ ---------------
  **Test Series** **Network            **Virtual   **Cable      **Physical
                  Configuration        ECUs**      Type**       Fault
                  Description**                                 Location**

  Tests PF01-10   Tractor with HWC     4           -11 STP      A

  Tests PF11-20   Tractor with HWC     4           -11 STP      B

  Tests PF21-30   Tractor with HWC     0           -11 STP      A

  Tests PF31-40   Tractor with HWC     0           -11 STP      B

  Tests PF41-50   Tractor without HWC  0           -11 STP      B

  Tests PF51-60   Tractor without HWC  0           -11 STP      A

  Tests PF61-70   Tractor with HWC     4           -15 STP      B

  Tests PF71-80   Tractor with HWC     4           -15 STP      A
  --------------- -------------------- ----------- ------------ ---------------

Appendix B details the specific devices and network configuration for
each test series.

2.  []{#__RefHeading___Toc152748932 .anchor}Signal-to-Noise Reducing
    Faults

Sixteen tests of S/N reducing faults were performed. The number of S/N
reducing faults is a function of the number of physical fault test
series performed. Eight series were performed. Each consisted of 10
tests, two of which are S/N reducing. The J1939 standard states that
fault type 4 (CAN_L to ground) and type 9 (loss of terminator) both
decrease overall bus S/N ratio, but may allow the network to function
normally. In all tested cases, network and vehicle operation was
nominal. There were no operator observable or ECU-reported faults or
unexpected operation (see Exhibit 4.2). Operation was equivalent to the
fault-free tests conducted at the beginning of each configuration
series. The effects of the decreased S/N on network performance were
insignificant as measured by the bus loading. The test data from the S/N
reducing faults are listed in Appendix B (PF04 and PF10, PF14 and PF20,
PF24 and PF30, PF34 and PF40, PF44 and PF50, PF54 and PF60, PF64 and
PF70, PF74 and PF80). The details of the effects of decreased S/N are
discussed in Section 4.3.

[]{#__RefHeading___Toc137289164 .anchor}Exhibit 4.2 -- HIL Bus Loading
During a Physical Fault Causing Reduced S/N\
(Headway Controller Engaged, CAN_L to Ground, Fault Location A)

![](media/image24.png){width="3.811023622047244in"
height="2.8299212598425196in"}

3.  []{#__RefHeading___Toc152748933 .anchor}Segmenting Faults

Twenty-four tests of segmenting faults were performed. The number of
segmenting faults is a function of the number of physical fault test
series performed. Eight series were performed. Each consisted of 10
tests, three of which are segmenting. The test data from the segmenting
fault tests are listed in Appendix B (PF02, PF03 and PF09, PF12, PF13
and PF19, PF22, PF23 and PF29, PF32, PF33 and PF39, PF42, PF43 and PF49,
PF52, PF53 and PF59, PF62, PF63 and PF69, PF72, PF73 and PF79. The
standard states that fault types 1 (CAN_H interrupt), 2 (CAN_L
interrupt), and 8 (CAN_H & L interrupt) will cause the network to
operate as if it were divided into independent segments. The standard
indicates communications should be possible on either side of the
network fault, at reduced S/N, but not across the fault location.

Initiating any segmenting fault for any test at location "A" (see
Exhibit 4.3) caused immediate notification to the vehicle operator via
multiple fault indicators.

[]{#__RefHeading___Toc137289165 .anchor}Exhibit 4.3 -- Fault Location A:
Between VECU and ABS

![](media/image25.wmf){width="5.993055555555555in"
height="1.6770833333333333in"}

These notifications included illumination of the ABS lamp, ATC lamp, HWC
fail lamp and audio warning, and the engine malfunction lamp. The ABS
and HWC reverted to independent system operation. Cruise control with or
without headway control was inoperative. Transmission operation was
nominal in both manual and automated manual shifting. The engine and HWC
ECUs reported error codes during the active J1939 bus fault and retained
a subset of these as active after the fault was cleared. The ABS
reported active J1939 faults during the active fault, but these became
inactive once the fault was cleared. The transmission and vehicle ECUs
did not report any error codes during these tests (see Exhibit 4.4 for
an example of network activity on both sides of a segmenting fault). The
two traces on Exhibit 4.4 track together until the fault causes the
network to segment, during which time one segment shows low bus loading
until the fault is removed and the network recovers.

[]{#__RefHeading___Toc137289166 .anchor}Exhibit 4.4 -- HIL Bus Loading
During a Segmenting Physical Fault\
Headway Controller Engaged, CAN_H Open, Fault at Location A

![](media/image26.png){width="4.011023622047244in"
height="2.8602362204724407in"}

Exceptions occurred when testing a simplified network---without HWC or
virtual ECUs connected to the network. During these three tests, the
vehicle responded as described above, except that the engine malfunction
lamp did not illuminate, and there were no engine ECU fault codes
reported.

Segmenting faults at location "B" (see Exhibit 4.5) caused no
notification to the vehicle operator. Transmission operation was
abnormal, resulting in the vehicle being stuck in the current gear
regardless of shifter position or engine RPM (see Section 3.5,
Application Layer Issues). The TECU reported active J1939 errors, but
did not indicate these to the vehicle operator via the transmission
fault light on the shift console. Therefore, the vehicle operator had no
indication that a transmission fault or failure had occurred until the
transmission failed to shift. When the fault was cleared, transmission
operation immediately returned to nominal and its ECU bus faults became
inactive.

[]{#__RefHeading___Toc137289167 .anchor}Exhibit 4.5 -- Fault Location B
-- Between EECU and TECU at Location B

![](media/image27.wmf){width="5.993055555555555in"
height="1.6770833333333333in"}

Exceptions occurred during J1939-11 testing with four virtual ECUs
connected to the network. During these two tests, the HWC ECU reported a
"data link erratic intermittent" fault code. However, all HWC functions,
including headway control, remained nominal during the fault.

4.  []{#__RefHeading___Toc152748934 .anchor}Network Failure Faults

Thirty-two tests of network failure faults were performed. The number of
network failure faults is a function of the number of physical fault
test series performed. Eight series were performed. Each consisted of 10
tests, four of which are segmenting. The test data from the network
failure faults are listed in Appendix B (PF04, PF06, PF07, and PF08;
PF14, PF16, PF17, and PF18; PF24, PF26, PF27, and PF28; PF34, PF36,
PF37, and PF38; PF44, PF46, PF47, and PF48;, PF54, PF56, PF57, and PF58;
PF64, PF66, PF67, and PF68; and PF74, PF76, PF77, and PF78). Fault types
3 (CAN_H to Vbat), 5 (CAN_H to Ground), 6 (CAN_L to Vbat), and 7 (CAN_H
to CAN_L) can all be expected to cause total network breakdown with no
communications possible (see Exhibit 3.2).

5.  []{#__RefHeading___Toc152748935 .anchor}Fault location A: Between
    VECU and ABS

Initiating any network failure fault at location "A" caused immediate
notification to the vehicle operator via multiple fault indicators.
These include the ABS lamp, ATC lamp, HWC fail lamp and audible warning,
and the engine malfunction lamp. The ABS and HWC reverted to independent
operation. Cruise control with or without headway control was
inoperative. Transmission operation was abnormal in both manual and
automated shifting. The test data from fault location A are listed in
Appendix B (PF04, PF06, PF07 and PF08, PF24, PF26, PF27 and PF28, PF54,
PF56, PF57 and PF58, PF64, PF66, PF67 and PF68). Exhibit 4.6 illustrates
the network traffic on both sides of a bus failure fault with the two
traces from the network segments displaying a similar low level of bus
activity until the fault is removed.

[]{#__RefHeading___Toc137289168 .anchor}Exhibit 4.6 -- HIL Bus Loading
During a Physical Fault Causing Bus Failure\
Headway Controller Engaged, CAN_L to CAN_H, (Fault at Location A)

![](media/image28.png){width="3.7188976377952754in"
height="2.7633858267716533in"}

Engine and HWC ECUs reported error codes during the active J1939 bus
fault and retained a subset of these as active after the fault was
cleared. The ABS, transmission, and vehicle ECUs reported active J1939
faults during the active fault, but these became inactive once the fault
was cleared. Returning the vehicle to nominal operation required the
fault to be cleared, the vehicle stopped, and the ignition cycled.

6.  []{#__RefHeading___Toc152748936 .anchor}Fault Location B: Between
    EECU and TECU

Network failure faults induced at location "B" caused nearly identical
results to those induced at location "A." Operator notification and
vehicle functionality were the same as at fault location A (see Section
4.1.5) with some variation on the specific network faults reported by
the ECUs. The **test** data from fault location B are listed in Appendix
B (PF14, PF16, PF17, and PF18; PF36, PF37, and PF38; PF44, PF46, PF47,
and PF48; and PF74, PF76, PF77, and PF78).

7.  []{#__RefHeading___Toc152748937 .anchor}Overall Physical Fault
    Testing Results

The J1939 network operated within the SAE specifications during all
physical fault tests. The only non-nominal operation without operator
notification is discussed in Section 3.5: Application Layer Issue, but
this is an application layer rather than a network standards
implementation issue.

1.  []{#__RefHeading___Toc152748938 .anchor}Network Loading Test Results

A total of 60 network loading tests were conducted. Six different
network configurations were tested and each series of physical fault and
load testing consisted of ten tests. As discussed in Section 3.3.1, TSC1
messages were injected into the network using an ECU simulator. The
network operated robustly up to 100 percent of rated loading. The
results of the network loading tests are presented in Appendix C, where
each test is numbered sequentially from LT01 to LT60.

1.  []{#__RefHeading___Toc152748939 .anchor}Network Response to Physical
    Faults While Under High Traffic Load

Inducing physical faults while under high network loading produced
network responses that conformed to J1939 specifications. These were
qualitatively identical to the network responses for tests run at
nominal network load levels described in Section 4.1, Physical Fault
Tests.

Two load tests, numbers 31 (LT31) and 06 (LT06), which are
representative of the entire load test series, are discussed in detail
below and highlight the overall results from the load test series.

2.  []{#__RefHeading___Toc152748940 .anchor}Load Test LT31

Exhibit 4.7 shows a typical load test run with no physical faults. Data
logging commenced with the vehicle at a stable speed of 87 kph (54 mph)
with adaptive cruise control engaged.

The tested scenario has the engine, an ABS/ECBS, and HWC simultaneously
broadcasting TSC1 messages, and does not represent any specific shift
command scenario. The TSC1 message was chosen solely for its high
repetition rate. The test bed used up to 6 simulated ECUs. Each of these
could simulate two "Controller Applications," such as the EECU, which
runs controller applications engine (ID 0) and retarder (ID 15). These 6
virtual (or emulated) ECUs were utilized to run 12 controller
applications. At the 3.87-second point, the 12 simulated ECU TSC1
messages commence on 40-millisecond spacing. Each TSC1 message was
broadcast continuously for 20 seconds. At the 9.48-second point, the HWC
in adaptive cruise commences TSC1 engine and engine retarder commands to
maintain proper spacing behind an object placed in the path of the
headway radar unit. At the 11.75-second point, the transmission begins
to issue TSC1 commands in preparation for a downshift, culminating in a
peak one-second network load of 99.3 percent when the shift actually
occurs between the 12- and 13-second points.

An ABS event and additional ACC events occur through the 22-second
point. The 12 simulated ECUs cease TSC1 transmission beginning at 23.87
seconds on 40-millisecond intervals. The HWC, engine, and transmission
then resume the set cruise control vehicle speed, which included two up
shifts, for the reminder of the data collection.

[]{#__RefHeading___Toc137289169 .anchor}Exhibit 4.7 -- LT31 Network
Loading

![](media/image29.wmf){width="4.570138888888889in"
height="2.573611111111111in"}

Exhibit 4.8 shows the typical time interval between message starts for
the HIL recovering its cruise speed from the combined HWC and ABS event
with no simulated messages broadcasting. The 24.90% bus load was typical
during a transmission up or down shift, whereas a typical of steady
state bus load was 18.8% as seen in the first three seconds of Exhibit
4.7. The message start interval gap routinely reached lengths greater
than six milliseconds. The time resolution of the data logger was 0.1
millisecond. The message time interval was used since it is a good
graphical indication of J1939 bus utilization. An individual J1939
message is approximately 0.55 to 0.60 milliseconds long -- maximum of
151 bit times at 0.004 milliseconds per bit. Comparing low vs. high bus
utilization message time intervals, as shown in Exhibit 4.8 and 4.9,
dramatically shows the bus reaching full capacity. The CANalyzer tool
could only provide measurements to the nearest 0.1 of a millisecond, and
the average message length was approximately 0.58 milliseconds. When the
bus was near full capacity, the message time intervals would jump
between 0.5 and 0.6 milliseconds.

[]{#__RefHeading___Toc137289170 .anchor}Exhibit 4.8 -- LT31 Message
Interval at 24.90% Load

![](media/image30.wmf){width="4.404861111111111in"
height="2.5215277777777776in"}

During this same data collection period, between the 12- and 13-second
points, the network traffic level reached 99.30 percent over a time
period of 1.0019 seconds. The message start intervals recorded during
this period are shown in Exhibit 4.9. This level of network utilization
implies significant periods of 100-percent network utilization. Based on
the messages broadcast during this time period and their transmission
repetition rate from J1939-71, the potential existed for message
transmission requests to exceed 100 percent. The 99.30-percent network
load implies an average message length of 0.572 milliseconds or 142.6
bits, including the 3-bit inter-frame spacing. Message intervals of
0.6-milliseconds or less made up 98.56 percent of the message intervals
during this period.

[]{#__RefHeading___Toc137289171 .anchor}Exhibit 4.9 -- LT31 Message
Interval at 99.30% Load

![](media/image31.wmf){width="5.135416666666667in"
height="2.8854166666666665in"}

Exhibit 4.10 shows the running network load level for the previous 100
messages. The average duration of this interval was of
57.2-milliseconds. At 11.87 seconds, the transmission begins the request
to the engine for an RPM change in anticipation of a downshift. The TSC1
message used by the transmission adds approximately 6.14 percent of
total network capacity to the existing network load level.

[]{#__RefHeading___Toc137289172 .anchor}Exhibit 4.10 -- LT31 Network
Load -- From 10 to 20 seconds

![](media/image32.wmf){width="4.570138888888889in"
height="2.573611111111111in"}

Taking a more detailed look at the very high load data interval, Exhibit
4.11 shows the average network load concentrating on the highest loaded
second of the data log. The network repeatedly runs up to the
theoretical limit of the bus of 250 Kbps.

[]{#__RefHeading___Toc137289173 .anchor}Exhibit 4.11 -- LT31 Network
Load -- From 12.0 to 13.0 seconds

![](media/image33.wmf){width="4.41875in" height="2.5006944444444446in"}

The effect on message regularity caused by near 100-percent bus loadings
is illustrated in Exhibit 4.12, Exhibit 4.13, and Exhibit 4.15. This
data is from the same one-second interval from Exhibit 4.11. The time
intervals for TSC1 messages at three different addresses during the same
elapsed data run time (12 s to 13 s) are presented. Each subsequent
graph is from an ECU/TSC1 message of lower-arbitrated rank. The three
messages shown are all TSC1, Throttle Speed Control #1. In decreasing
priority, the three address messages are: (7) Power Takeoff (Main or
Rear), (19) Steering Control, and (42) Headway Control. The (7) and (19)
address messages were generated by the virtual ECU simulator. The (42)
HWC messages were generated by the COTS HWC ECU. The lower-ranked
messages show less regularity and longer periods between subsequent TSC1
messages. Despite this effect on the HWC's messages (displayed in
Exhibit 4.14), the human operator did not observe an effect on vehicle
performance.

[]{#__RefHeading___Toc137289174 .anchor}Exhibit 4.12 -- LT31 Address 7
Message Intervals

![](media/image34.wmf){width="4.788888888888889in"
height="2.3944444444444444in"}

[]{#__RefHeading___Toc137289175 .anchor}Exhibit 4.13 -- LT31 Address 19
Message Intervals

![](media/image35.wmf){width="4.788888888888889in"
height="2.3944444444444444in"}

[]{#__RefHeading___Toc137289176 .anchor}Exhibit 4.14 -- LT31 Address 42
Message Intervals

![](media/image36.wmf){width="4.803472222222222in"
height="2.4166666666666665in"}

The specified and actual message intervals for the high load network
traffic period shown in Exhibit 4.11 through Exhibit 4.14 are listed in
Exhibit 4.15. Exhibit 4.16 translates the parameter group numbers (PGNs)
and Source/Destination ID numbers and provides further detail on each of
the messages in Exhibit 4.15 listed by rank. This time period began at
the 11.9999-second point of the data logging, and lasted for 1001.9
milliseconds.

In the two exhibits, "Rank" indicates the CAN arbitrated rank of the
message Each CAN message is referenced by a unique number known as the
PGN, under SAE J1939-71, and "TX ECU" and "RX ECU" are the transmitting
and receiving ECUs. The specified interval is the transmission
repetition rate specified in J1939-71 (italics indicate no rate
specified or a flexible rate). "Average interval" was the average
message start interval recorded during the sample period. "Percent of
specified" is the average interval divided by the specified interval.
Percentages below 100 percent indicate the message is repeating faster
than specified. Standard deviation is the deviation around the average
interval. Messages recorded are the number of messages of that
particular rank recorded during the period.

[]{#__RefHeading___Toc137289177 .anchor}Exhibit 4.15 -- LT31 High Load
Period

  --------------- ------- ----- ----- ----------- ---------- ----------- ----------- ----------
  Rank            PGN     TX    RX    Specified   Average    Percent of  Standard    Messages
                          ECU   ECU   Interval    Interval   Specified   Deviation   Recorded

  1               0       2     0     10 ms       9.77 ms    97.7%       29.6%       103

  2               0       3     0     10 ms       10.00 ms   100.0%      21.1%       101

  3               0       4     0     10 ms       9.77 ms    97.7%       2.6%        102

  4               0       5     0     10 ms       9.77 ms    97.7%       3.1%        102

  5               0       6     0     10 ms       9.77 ms    97.7%       11.1%       103

  6               0       7     0     10 ms       9.77 ms    97.7%       2.4%        103

  7               0       8     0     10 ms       10.72 ms   107.2%      44.9%       93

  8               0       9     0     10 ms       9.67 ms    96.7%       34.5%       102

  9               0       10    0     10 ms       9.77 ms    97.7%       4.6%        103

  10              0       13    0     10 ms       9.78 ms    97.8%       10.4%       103

  11              0       14    0     10 ms       9.75 ms    97.5%       15.4%       103

  12              0       18    0     10 ms       9.77 ms    97.7%       7.5%        102

  13              0       19    0     10 ms       9.76 ms    97.6%       11.9%       103

  14              0       42    0     10 ms       10.74 ms   107.4%      30.3%       92

  15              0       3     15    50 ms       45.52 ms   91.0%       16.6%       6

  16              0       42    15    50 ms       53.85 ms   107.7%      11.2%       16

  17              65135   42          100 ms      107.23 ms  107.2%      6.2%        9

  18              61440   15          100 ms      99.93 ms   99.9%       29.6%       10

  19              61441   11          100 ms      100.84 ms  100.8%      19.2%       10

  20              61442   3           10 ms       9.95 ms    99.5%       39.1%       100

  21              61443   23          50 ms       48.85 ms   97.7%       39.5%       20

  22              61444   0           20 ms       20.12 ms   100.6%      28.9%       50

  23              61445   3           100 ms      100.38 ms  100.4%      9.2%        10

  24              65146   51          250 ms      242.00 ms  96.8%       7.1%        5

  25              65215   11          100 ms      102.48 ms  102.5%      23.2%       10

  26              65226   0           *1000 ms*                                      1

  27              65247   0           250 ms      245.27 ms  98.1%       2.2%        4

  28              65252   23          1000 ms                                        1

  29              65262   0           1000 ms                                        1

  30              65263   0           500 ms      461.70 ms  92.3%                   2

  31              65265   23          100 ms      293.40 ms  293.4%                  2

  32              65270   0           500 ms      481.30 ms  96.3%                   2

  33              65281   23          *20 ms*     20.83 ms   104.1%      42.3%       48

  34              65282   0           *250 ms*    190.38 ms  76.2%       10.5%       5

  35              65283   23          *250 ms*    295.00 ms  118.1%                  2

  Total message                                                                      1732
  in the data run                                                                    
  interval of                                                                        
  1001.9                                                                             
  milliseconds:                                                                      

  Percent of Max                                                                     99.30%
  Load for                                                                           
  Interval:                                                                          
  --------------- ------- ----- ----- ----------- ---------- ----------- ----------- ----------

Exhibit 4.16 -- Description of Parameter Group Numbers (PGNs) and Source

[]{#refheading___toc137289178 .anchor}(TX ECU)/Destination (RX ECU) ID
numbers

  ------ ------- -------------------------- -------------------- -------------
  Rank   PGN     Description                Source               Destination

  1      0       Torque/Speed Control #1    Turbocharger         Engine #1

  2      0       Torque/Speed Control #1    Transmission #1      Engine #1

  3      0       Torque/Speed Control #1    Transmission #2      Engine #1

  4      0       Torque/Speed Control #1    Shift Console --     Engine #1
                                            Primary              

  5      0       Torque/Speed Control #1    Shift Console -- 2nd Engine #1

  6      0       Torque/Speed Control #1    Power Take Off       Engine #1

  7      0       Torque/Speed Control #1    Axle -- Steering     Engine #1

  8      0       Torque/Speed Control #1    Axle -- Drive #1     Engine #1

  9      0       Torque/Speed Control #1    Axle -- Drive #2     Engine #1

  10     0       Torque/Speed Control #1    Brakes -- Drive Axle Engine #1
                                            #1                   

  11     0       Torque/Speed Control #1    Brakes -- Drive Axle Engine #1
                                            #2                   

  12     0       Torque/Speed Control #1    Fuel System          Engine #1

  13     0       Torque/Speed Control #1    Steering Controller  Engine #1

  14     0       Torque/Speed Control #1    Headway Controller   Engine #1

  15     0       Torque/Speed Control #1    Transmission #1      Retarder --
                                                                 Engine

  16     0       Torque/Speed Control #1    Headway Controller   Retarder --
                                                                 Engine

  17     65135   Adaptive Cruise Control    Headway Controller   

  18     61440   Electronic Retarder        Retarder -- Engine   
                 Controller #1                                   

  19     61441   Electronic Brake           Brakes -- System     
                 Controller #1              Controller           

  20     61442   Electronic Transmission    Transmission #1      
                 Controller #1                                   

  21     61443   Electronic Engine          Instrument Cluster   
                 Controller #2                                   

  22     61444   Electronic Engine          Engine #1            
                 Controller #1                                   

  23     61445   Electronic Transmission    Transmission #1      
                 Controller #2                                   

  24     65146   Tire Pressure CU Current   Tire Pressure        
                 Pressure                   Controller           

  25     65215   Wheel Speed Information    Brakes -- System     
                                            Controller           

  26     65226   Diagnostic Message #1      Engine #1            

  27     65247   Electronic Engine          Engine #1            
                 Controller #3                                   

  28     65252   Shutdown                   Instrument Cluster   

  29     65262   Engine Temperature #1      Engine #1            

  30     65263   Engine Fluid               Engine #1            
                 Level/Pressure #1                               

  31     65265   Cruise Control/Vehicle     Instrument Cluster   
                 Speed                                           

  32     65270   Inlet/Exhaust Conditions   Engine #1            

  33     65281   Proprietary B              Instrument Cluster   

  34     65282   Proprietary B              Engine #1            

  35     65283   Proprietary B              Instrument Cluster   
  ------ ------- -------------------------- -------------------- -------------

3.  []{#__RefHeading___Toc152748941 .anchor}Load Test LT06

Load test LT06 was conducted by inducing physical fault 5 (CAN_H to
Ground) while the virtual ECUs were transmitting the artificially
generated TSC1 messages. This fault makes communications impossible
under the J1939-11/15 specifications, and this was the result obtained
during this test. Exhibit 4.17 shows the network load level for the
duration of the data collection run. As with test LT31, the vehicle
begins the test with ACC engaged while traveling at a stable velocity of
87 kph (54 mph).

At approximately 3 seconds, the virtual ECUs begin transmitting the 12
TSC1 message streams, each commencing on 20 millisecond intervals. At 9
seconds, the HWC begins to respond to an object within the separation
distance by commanding the engine to throttle back. This action produces
two downshifts. The object then clears or leaves the target zone, and
the HWC attempts to resume set cruise speed, producing one up shift.
Before the set cruise speed is established again, the physical fault is
induced and ABS event occurs at 23.4 seconds. The physical fault brings
the network communications to an ineffective level by the 24.7-second
point of the data run.

[]{#__RefHeading___Toc137289179 .anchor}Exhibit 4.17 -- LT06 Network
Loading

![](media/image37.wmf){width="4.872916666666667in"
height="2.571527777777778in"}

Exhibit 4.18 shows the subsequent message start interval when the
vehicle is operating at a load of 18.38 percent of maximum during the 2-
to 3-second point. No TSC1 messages, artificially generated or nominal,
are being broadcast, and message intervals regularly reach up to 10
milliseconds.

[]{#__RefHeading___Toc137289180 .anchor}Exhibit 4.18 -- LT06 Message
Interval at 18.38% Load

![](media/image38.wmf){width="5.135416666666667in"
height="2.8854166666666665in"}

Exhibit 4.19 shows the message start intervals for the period from 13.2
to 22.2 seconds from Exhibit 4.17. All 12 artificially generated TSC1
messages are being broadcast. During this interval, average network load
levels were above 90 percent, and the maximum message interval does not
exceed 2.5 milliseconds. The last second of this exhibit is the most
highly loaded time period recorded in all the load test series.

[]{#__RefHeading___Toc137289181 .anchor}Exhibit 4.19 -- LT06 Message
Interval -- From 13.2 to 22.2 seconds

![](media/image39.wmf){width="5.135416666666667in"
height="2.8854166666666665in"}

Exhibit 4.20 shows the message start intervals for a 0.2-second section
of this highest loaded time period. All are between 0.5 and 0.6
milliseconds. The resolution of the measurement system was 0.1 seconds,
and the average message duration was 0.575 milliseconds. The bus loading
over this time period was 99.94 percent.

[]{#__RefHeading___Toc137289182 .anchor}Exhibit 4.20 -- LT06 Message
Interval at 99.94% Load

![](media/image40.wmf){width="5.146527777777778in"
height="2.8965277777777776in"}

Exhibit 4.21 and Exhibit 4.22 are based on the same data as Exhibit 4.19
and Exhibit 4.20 except "% Load" instead of "Interval (between
messages), ms" is expressed as a function of "Data Run Time". The
network load bumped against the 100-percent limit around the 15- and
21-second points. These were both shift events, where the transmission
sends out TSC1 commands to the engine to match the engine RPM to the
next desired gear, either down or up shift.

[]{#__RefHeading___Toc137289183 .anchor}Exhibit 4.21 -- LT06 Network
Load -- From 13.2 to 22.2 seconds

![](media/image41.wmf){width="5.135416666666667in"
height="2.8854166666666665in"}

[]{#__RefHeading___Toc137289184 .anchor}Exhibit 4.22 -- LT06 Network
Load -- From 21.8 to 22.0 seconds

![](media/image42.wmf){width="5.146527777777778in"
height="2.8965277777777776in"}

As in LT31, the vehicle operated nominally even under these extremely
high network loads levels. Only when a physical fault was induced did
the network cease to effectively function.

Exhibit 4.23 details the messages transmitted during the highest loaded
time period of test LT06, a 1020-millisecond period commencing at
21.0001 (as shown in Exhibit 4.17). This was also the highest sustained
network load for any comparable period of any test conducted under this
study. The specified and average message intervals for the highest load
network traffic period are also listed in Exhibit 4.23. (To translate
the PGNs and Source and Destination ID numbers according to rank refer
to Exhibit 4.24.)

Rank indicates the CAN arbitrated rank of the message. PGN is the
parameter group number under J1939-71. TX and RX ECU are the
transmitting and receiving ECUs. The specified interval is the
transmission repetition rate specified in J1939-71 (italics indicate no
specified or flexible rate). Average interval was the average message
start interval recorded during the sample period. Percent of specified
is the average interval divided by the specified interval. Percentages
below 100 percent indicate the message is repeating faster than
specified. Standard deviation is the deviation around the average
interval. Messages recorded are the number of messages of that rank
recorded during the period.

[]{#__RefHeading___Toc137289185 .anchor}Exhibit 4.23 -- LT06 High Load
Period

  --------------- ------- ----- ----- ----------- ---------- ----------- ----------- ----------
  Rank            PGN     TX    RX    Specified   Average    Percent of  Standard    Messages
                          ECU   ECU   Interval    Interval   Specified   Deviation   Recorded

  1               0       2     0     10 ms       9.69 ms    96.9%       34.1%       105

  2               0       3     0     10 ms       10.00 ms   100.0%      34.3%       101

  3               0       4     0     10 ms       9.76 ms    97.6%       2.9%        104

  4               0       5     0     10 ms       9.77 ms    97.7%       2.4%        105

  5               0       6     0     10 ms       9.76 ms    97.6%       3.3%        104

  6               0       7     0     10 ms       9.76 ms    97.6%       5.0%        105

  7               0       8     0     10 ms       9.76 ms    97.6%       5.6%        104

  8               0       9     0     10 ms       9.72 ms    97.2%       28.5%       105

  9               0       10    0     10 ms       9.77 ms    97.7%       2.3%        105

  10              0       13    0     10 ms       9.76 ms    97.6%       4.5%        104

  11              0       14    0     10 ms       9.77 ms    97.7%       5.9%        104

  12              0       18    0     10 ms       9.76 ms    97.6%       9.3%        104

  13              0       19    0     10 ms       9.76 ms    97.6%       9.9%        105

  14              0       42    0     10 ms       10.61 ms   106.1%      26.1%       96

  15              0       3     15    50 ms       50.30 ms   100.6%      6.0%        21

  16              60160   0     all                                                  1

  17              60416   0     all                                                  1

  18              61440   15          100 ms      100.92 ms  100.9%      64.5%       10

  19              61441   11          100 ms      103.11 ms  103.1%      12.3%       9

  20              61442   3           10 ms       9.97 ms    99.7%       42.1%       101

  21              61443   23          50 ms       43.48 ms   87.0%       33.9%       23

  22              61444   0           *20 ms*     19.93 ms   99.6%       27.2%       52

  23              61445   3           100 ms      100.14 ms  100.1%      9.2%        10

  24              65135   42          100 ms      104.56 ms  104.6%      8.0%        10

  25              65146   51          *250 ms*    244.15 ms  97.7%       3.5%        5

  26              65215   11          100 ms      103.02 ms  103.0%      22.5%       10

  27              65247   0           250 ms      241.20 ms  96.5%       13.5%       3

  28              65252   23          1000 ms     137.84 ms  13.8%       61.4%       6

  29              65263   0           500 ms      472.60 ms  94.5%                   2

  30              65265   23          100 ms                                         1

  31              65270   0           500 ms      493.40 ms  98.7%                   2

  32              65281   23          *20 ms*     20.45 ms   102.2%      37.2%       50

  33              65282   0           *200 ms*    197.58 ms  98.8%       39.6%       5

  34              65283   23          *1000 ms*                                      1

  Total Messages                                                                     1,774
  in the data run                                                                    
  interval of                                                                        
  1,020                                                                              
  milliseconds:                                                                      

  Percent of                                                                         99.95%
  Maximum Load                                                                       
  for Interval:                                                                      
  --------------- ------- ----- ----- ----------- ---------- ----------- ----------- ----------

Note:

TX ECU is Transmitter ECU

RX ECU is Receiving ECU

PGN is Parameter Group Number

[]{#__RefHeading___Toc137289186 .anchor}Exhibit 4.24 -- LT06 High Load
Period

  ------ ------- ------------- --------------------------- -------------------- -------------
  Rank   PGN     Description                               Source               Destination

  1      0                     Torque/Speed Control #1     Turbocharger         Engine #1

  2      0                     Torque/Speed Control #1     Transmission #1      Engine #1

  3      0                     Torque/Speed Control #1     Transmission #2      Engine #1

  4      0                     Torque/Speed Control #1     Shift Console --     Engine #1
                                                           Primary              

  5      0                     Torque/Speed Control #1     Shift Console -- 2nd Engine #1

  6      0                     Torque/Speed Control #1     Power Take Off       Engine #1

  7      0                     Torque/Speed Control #1     Axle -- Steering     Engine #1

  8      0                     Torque/Speed Control #1     Axle -- Drive #1     Engine #1

  9      0                     Torque/Speed Control #1     Axle -- Drive #2     Engine #1

  10     0                     Torque/Speed Control #1     Brakes -- Drive Axle Engine #1
                                                           #1                   

  11     0                     Torque/Speed Control #1     Brakes -- Drive Axle Engine #1
                                                           #2                   

  12     0                     Torque/Speed Control #1     Fuel System          Engine #1

  13     0                     Torque/Speed Control #1     Steering Controller  Engine #1

  14     0                     Torque/Speed Control #1     Headway Controller   Engine #1

  15     0                     Torque/Speed Control #1     Transmission #1      Retarder --
                                                                                Engine

  16     60160                 Transport Protocol -- Data  Engine #1            all
                               Transfer                                         

  17     60416                 Transport Protocol --       Engine #1            all
                               Connection Management                            

  18     61440                 Electronic Retarder         Retarder -- Engine   
                               Controller #1                                    

  19     61441                 Electronic Brake Controller Brakes -- System     
                               #1                          Controller           

  20     61442                 Electronic Transmission     Transmission #1      
                               Controller #1                                    

  21     61443                 Electronic Engine           Instrument Cluster   
                               Controller #2                                    

  22     61444                 Electronic Engine           Engine #1            
                               Controller #1                                    

  23     61445                 Electronic Transmission     Transmission #1      
                               Controller #2                                    

  24     65135                 Adaptive Cruise Control     Headway Controller   

  25     65146                 Tire Pressure CU Current    Tire Pressure        
                               Pressures                   Controller           

  26     65215                 Wheel Speed Information     Brakes -- System     
                                                           Controller           

  27     65247                 Electronic Engine           Engine #1            
                               Controller #3                                    

  28     65252                 Shutdown                    Instrument Cluster   

  29     65263                 Engine Fluid Level/Pressure Engine #1            
                               #1                                               

  30     65265                 Cruise Control/Vehicle      Instrument Cluster   
                               Speed                                            

  31     65270                 Inlet/Exhaust Conditions    Engine #1            

  32     65281                 Proprietary B               Instrument Cluster   

  33     65282                 Proprietary B               Engine #1            

  34     65283                 Proprietary B               Instrument Cluster   
  ------ ------- ------------- --------------------------- -------------------- -------------

2.  []{#__RefHeading___Toc152748942 .anchor}Injected Noise Test Results

A total of 115 noise tests were conducted. Injected Gaussian white noise
tolerance appears consistent with other networks, which have
specifications for injected noise tolerance (such as MIL-STD-1553). Ten
configuration-fault combinations were tested for noise tolerance. The
first several test series involved more tests than the latter, since the
level of noise tolerance was not known. Once the noise tolerance level
was established in these first series, subsequent series started at
these levels and eliminated low noise tests thus reducing the number of
tests in those configurations. The arbitrary function generator was
adjusted in 30 mV RMS steps for most test series. Finer steps than this
were considered excessive for these tests, since they are not conducted
against any specific standard. The tests were meant to show a general
comparison between configurations/faults and other known specifications.
Exhibit 4.25 summarizes these testing results. Appendix D lists the
results for each individual noise test, which is numbered sequentially
from N001 to N115.

Each test series was conducted on the harness described by the cable
type. Any physical fault (from Exhibit 3.5) present during the series is
listed under the Fault column. Also under the Fault column, "50 ohms
TrmB" is where the terminating resistance of the noise generator
replaced one end bus terminator. This is equivalent to a fully loaded
network where the cumulative ECU terminations reduce the CAN VPP to the
minimum of 1.20 Volts, or to a mild short between CAN_H and CAN_L. In
test series one through nine, all J1939 CAN signals had a CAN_H to CAN_L
VPP of 1.80 Volts. The tested lengths of the main J1939 bus listed under
Bus Length in Exhibit 4.24 are a combination of one, two, or three
harnesses. These harnesses consist of the J1939--15 at 25.24 meters, the
J1939--11 at 14.76 meters, and the 20 meter J1939--15 extension cable.
Two S/N levels are listed. S/N Fail is the noise level where anomalies
occurred that inhibited full vehicle function and/or activated driver
observable warning indicators. S/N Pass is the highest level of noise
where the HIL simulator had no driver observable anomalies.

[]{#__RefHeading___Toc137289187 .anchor}Exhibit 4.25 -- Noise Tolerance
Summary

+----+--------------------------+----------+---------+-------+--------+
| ** | **Cable Type**           | *        | **Bus   | **S/N | **S/N  |
| Se |                          | *Fault** | L       | F     | Pass** |
| ri |                          |          | ength** | ail** |        |
| es |                          |          |         |       |        |
| ** |                          |          |         |       |        |
+----+--------------------------+----------+---------+-------+--------+
| 1  | > J1939-15 (UTP)         | None     | 14.76 m | 6.00  | 6.30   |
|    |                          |          |         | dB    | dB     |
+----+--------------------------+----------+---------+-------+--------+
| 2  | > J1939-11 (STP)         | None     | 25.24 m | 6.00  | 6.30   |
|    |                          |          |         | dB    | dB     |
+----+--------------------------+----------+---------+-------+--------+
| 3  | > J1939-11 & J1939-15    | None     | 40.00 m | 6.30  | 6.60   |
|    |                          |          |         | dB    | dB     |
+----+--------------------------+----------+---------+-------+--------+
| 4  | > J1939-11 & J1939-15    | PF 10    | 45.24 m | 6.60  | 6.81   |
|    | > Extension              |          |         | dB    | dB     |
+----+--------------------------+----------+---------+-------+--------+
| 5  | > J1939-11 & J1939-15 +  | PF 10    | 60.00 m | 7.82  | 8.19   |
|    | > Extension              |          |         | dB    | dB     |
+----+--------------------------+----------+---------+-------+--------+
| 6  | > J1939-11               | PF 9     | 25.24 m | 11.11 | 11.65  |
|    |                          |          |         | dB    | dB     |
+----+--------------------------+----------+---------+-------+--------+
| 7  | > J1939-11 & J1939-15 +  | PF 9 &   | 60.00 m | 12.22 | 12.65  |
|    | > Extension              | 10       |         | dB    | dB     |
+----+--------------------------+----------+---------+-------+--------+
| 8  | > J1939-11               | PF 4     | 25.24 m | 8.70  | 9.10   |
|    |                          |          |         | dB    | dB     |
+----+--------------------------+----------+---------+-------+--------+
| 9  | > J1939-11 & J1939-15 +  | PF 4 &   | 60.00 m | 45.1  | NA     |
|    | > Extension              | 10       |         | dB\*  |        |
+----+--------------------------+----------+---------+-------+--------+
| 10 | > J1939-15 (1.2VPP       | 50 Ohms  | 14.76 m | 20.0  | 21.0   |
|    | > signal)                | TrmB     |         | dB    | dB     |
+----+--------------------------+----------+---------+-------+--------+

Note: PF 4 is CAN_L to Ground, PF9 is a missing terminating resister,
and PF 10 is a topology (length) fault. \*Lowest noise level possible
from test equipment.

1.  []{#__RefHeading___Toc152748943 .anchor}Effect of Network Length on
    Noise Tolerance

Noise test series 1 through 5 show the effect of increasing network
harness length on noise tolerance. A J1939-15 harness of 14.76 meters
and a J1939-11 harness of 25.24 meters (36.9 percent and 63.1 percent,
respectively, of the maximum specified length of maximum length of 40
meters) show excellent and similar tolerance to injected noise. A
maximum specified length network harness of 40 meters is within 0.3 dB
of the sub-maximum length harnesses. Exceeding the maximum length by
13.1 percent, or 45.24 meters total length, produced another 0.3 dB
lower tolerance than the maximum. Exceeding the maximum length by 50
percent, or 60 meters total length, reduced tolerance by 1.59 dB
compared to a maximum length harness. While the drop off in noise
tolerance with excessive harness length is somewhat significant, these
results show the network has good injected noise tolerance of topology
length faults.

2.  []{#__RefHeading___Toc152748944 .anchor}Comparison of J1939-11 (STP)
    vs. J1939-15 (UTP)

Noise test series 1 and 2 show the results for an all J1939-11 (STP)
harness versus an all J1939-15 (UTP) harness. While the lengths of the
harnesses vary, both wire types produced identical results within the
resolution of this test series, 0.3 dB.

3.  []{#__RefHeading___Toc152748945 .anchor}Improper Termination Effects

One bus terminator was removed for test series 6 and 7. This physical
fault is supposed to reduce overall S/N ratio, and the test results
confirmed this. Compared to the identical harness with the terminator in
place, a nominal length J1939-11 (STP) of 25.24 meters lost 5.35 dB of
noise tolerance. For the harness 60 meters long, 50-percent above
specified maximum, the noise tolerance dropped an additional 4.46 dB
beyond that due to excessive length. These results indicate that
improper termination has a much larger adverse effect on network
performance than excessive length alone (5.05 dB vs. 1.59 dB,
respectively, for a network of maximum specified length).

Test series 10 replaced one of the nominal 120-Ohm harness terminators
with the equivalent of 50 Ohms of termination. This lowered overall
J1939 CAN_H to CAN_L differential bus voltage to 1.2 VPP. This is the
lowest differential level specified in J1939-11/15 with a range of 1.2
VPP (minimum), 2.0 VPP (nominal), and 3.0 VPP (maximum). This level may
approximate a network overloaded with devices; one with one or more ECUs
with excessive internal termination; or one that has a mild short due to
environmental wear or improper installation or repair of the harness,
factory ECUs, or aftermarket ECUs. This lower terminating resistance,
even though the differential voltage was with specification, caused a
very large reduction of noise tolerance of 14.7 dB. This again
emphasizes that proper termination is more important than topology in
increasing network noise tolerance.

4.  []{#__RefHeading___Toc152748946 .anchor}CAN_L Short to
    Vehicle/Battery Ground

Test series 8 and 9 examined the effect of another physical fault, CAN_L
to Ground. This fault decreases the network S/N ratio, which increases
the likelihood of bit errors and invalid messages. For a nominal length,
25.24-meter, harness of J1939-11 (STP), the fault decreased noise
tolerance by 2.8 dB. On the excessively long harness of 60 meters, the
fault caused network breakdown at the lowest noise level the generator
could produce, a S/N ratio of 45.1 dB. The failure occurred as the
ignition switch was rotated from "ON" to "Start."

#  {#section-1 .unnumbered}

5.  []{#__RefHeading___Toc152748947 .anchor}Conclusions

    1.  []{#__RefHeading___Toc152748948 .anchor}Robustness of the J1939
        Network

        1.  []{#__RefHeading___Toc152748949 .anchor}Physical Fault
            Response

The network responded to physical faults as specified in J1939. Faults
resulting in reduced network S/N ratio allowed the network to function
nominally with no operator observable loss of function. For physical
faults where the standard states that no network communication should be
possible, the network failed in all instances.

Faults that could be expected to segment the network did allow
communication on either side of the physical fault. The
operator-observed vehicle malfunctions and the active ECU fault codes
were determined by the specific ECUs grouped together on either side of
the fault. For example, a fault that grouped the transmission, engine,
and vehicle ECUs on one side and the ABS and CWS ECUs of the other
allowed the engine and transmission to communicate nominally. However,
the CWS and ABS both reverted to independent operation and activated
observable malfunction indicators. All segmenting fault network
responses were within the J1939 standard.

One application layer issue was observed where segmenting faults
prevented the transmission from shifting gear. The details of this
application layer issue are discussed in Section 3.5 Application Layer
Issues.

2.  []{#__RefHeading___Toc152748950 .anchor}High Bus Loading Response

The network handled loads of up to 100 percent of rated capacity without
adverse effects and its performance remained nominal under these
conditions. To produce a bus loading of up to 100 percent, six virtual
ECUs were required and each had to transmit two high-rate TSC1 messages.
This artificially added traffic represented a 150-percent increase over
the maximum observed network load of the nominally operating HIL
simulator test bed---even under adverse conditions, such as simultaneous
demands for engine, transmission and ABS communications generated while
a CMV is traveling down a wet or icy road. Physical faults induced
during high bus loading produced qualitatively similar results to those
observed in the physical fault test series.

The HIL simulator/vehicle response appeared identical to the operator
under high network loads when compared to nominal load conditions.
Analysis of the CAN message traffic indicated that the lower-arbitrated
TSC1 messages did have a higher occurrence of missed or skipped
messages, on the order of two to five percent. However, due to the high
rate and repetitive nature of these messages, there appeared to be no
degradation of vehicle performance due to these missed messages.

3.  []{#__RefHeading___Toc152748951 .anchor}Injected Noise Response

While J1939 does not have a specified tolerance to injected Gaussian
white noise, its tolerance to it appears consistent with other, similar
communications networks, which do have specifications for injected noise
tolerance (such as MIL-SPEC-1553). Both the J1939-11 (STP) and the
J1939-15 (UTP) test harnesses performed equally well, as might be
expected for injected, rather than induced, noise. The noise tolerance
for a harness of the maximum specified length (40 meters) was within 0.3
dB of the noise tolerance demonstrated by harnesses that were 14.8
meters (37 percent of maximum) and 25.2 meters (63 percent of maximum)
in length.

The noise tolerance for networks longer than the maximum specified
decreased more significantly when compared to differences of harness
lengths within the specified maximum of 40 meters. Several physical
faults also lowered noise tolerance even further. These faults are
listed in order of increasing degradation:

-   Grounding CAN_L to ground

-   Removal of one of the end terminators

-   Mild short circuit across CAN_L to CAN_H

The network; however, recovers within 100 milliseconds when the injected
noise ceases regardless of harness length, physical fault, and/or mild
short circuit.

1.  []{#__RefHeading___Toc152748952 .anchor}Summary of Key Results and
    Recommendations

Based on the network testing conducted for Task Order 4, the COTS ECUs
used in the network testing, which are representative of a generic and
complex network on a commercial truck, implemented J1939 well within the
standards.

Network data during actual test truck operation displayed bus loads with
24-26 percent peaks for most TSC1 activities which was similar to the
testing conducted on the HIL simulator.  However, a single one-second
average of 29.70 percent was recorded during the test truck data
run when a simultaneous HWC event and automated gear shift occurred.
Network loadings of approximately 42% are mathematically possible and
were observed intermittently under combinations of HWC, ABS, and
transmission ECU commands on top of the base level of traffic when the
HIL was operating.  However, none of the documented tests in Appendixes
B-D, attempted to replicate these results.  The tests produced frequent
HWC/TECU and/or ABS/TECU TSC1 message combinations, but no
sustained combination of all three. The results from the HIL simulator
indicate the network appears to have 2.5 to 3 times the capacity
currently used by the majority of commercial heavy vehicles in the
United States.

This study provides quantitative information concerning the validity of
the current design philosophy that combines safety-critical and
non-safety-critical data communications devices and paths. The COTS ECUs
used in this network-testing program, demonstrated excellent adherence
to J1939 network specifications and performed well, even when network
loading reached 100 percent.

This study also presents a quantitative measure of the network's
capacity to accommodate additional safety-critical networked devices.
Even a relatively well-equipped heavy truck, as represented by the HIL
simulator, can potentially load the J1939 network only up to a peak of
42 percent capacity. This result indicates there is significant room for
additional networked devices. Examples of networked system controllers,
which this study indicates might be safely added to the J1939 network,
may include:

-   Electronic stability control with sensors to detect un-commanded
    vehicle yaw. These systems use automatic braking of individual
    wheels to prevent the vehicle's heading from changing too quickly
    (spinning out or over-steering) or not quickly enough (plowing out
    or under-steering).

-   Rollover/jackknife prevention with electronic stability control
    systems to help prevent rollovers and loss of control crashes that
    may include jackknifes. With a combination-unit truck, an over-steer
    situation may lead to a vehicle jackknife. These systems will
    require network extensions to the trailer(s) for full
    implementation.

-   Wireless vehicle inspection by using data already on the network to
    update a central memory file with Federal and state-mandated
    inspection criteria. This may include adding specific Individual
    Status Monitors, which could be directly connected to the network.

Additionally, the results of this study provide quantitative information
to designers and manufacturers of the components, connectors, and
systems to improve their physical and operational integrity for better
performance and safer operation. In particular, the study identified
non-standard implementation of the J1939 connector standards and an
application level issue that resulted in degraded transmission
performance during a network segmenting fault. Discussions with industry
have highlighted issues with J1939 bus failures and fault indications to
the vehicle operator. The original work accomplished in developing the
HIL simulator has attracted industry attention, and may be incorporated
into commercial products as a tool for engine/vehicle simulation.

The industry could benefit from further work focused on improving or
standardizing the physical fault indication and recovery characteristics
of the system ECUs. Most J1939 network physical faults invoke multiple
failure codes in the ECUs, which can be hard to diagnose. Also, some
systems that enter into a degraded mode as the result of a network fault
do not recover unless power is cycled, which is not possible while the
vehicle continues driving. Most concerning are systems that could enter
into a severely degraded mode due to a loss of network with no
indication to the operator of equipment problems. Some of these issues
are related to the apparent "non-ownership" of the vehicle's J1939
network. The J1939 network cabling is installed by the vehicle OEM and
utilized by systems from various manufacturers. Currently there is no
system responsible for monitoring the physical condition or performance
of the network and alerting the operator or maintenance personnel of
failures.

[]{#__RefHeading___Toc152748953 .anchor}Appendix A: Simulator Validation
-- Additional Data

Additional data is presented below that was collected to validate the
data types and network loading of the HIL simulator versus an actual
heavy truck test bed of similar configuration. These show good
correlation, particularly on the overall network loading---the key focus
of this study.

Exhibit A.1 and Exhibit A.2 show a comparison of TSC1 message traffic
during vehicle acceleration for the HIL simulator and a similarly
equipped tractor.

[]{#__RefHeading___Toc137289188 .anchor}Exhibit A.1 -- HIL TSC1 Messages
during Acceleration

![](media/image43.wmf){width="5.116666666666666in" height="2.71875in"}

[]{#__RefHeading___Toc137289189 .anchor}Exhibit A.2 -- Tractor TSC1
Messages during Acceleration

![](media/image44.wmf){width="5.116666666666666in"
height="2.7402777777777776in"}

HIL Simulator During Adaptive Cruise Control Events

Exhibits A.3 through A.6 display data extracted from the HIL simulator
J1939 message traffic while at speed and under adaptive cruise control
for a period of 25 seconds. Two headway control events occur during this
sequence. This data shows the interaction of the ECUs, and allows
comparison of how each is interpreting the same simulation environment
presented to them by the vehicle software models running on the target
PCs.

Exhibit A.3 shows the accelerator pedal position and percent load at the
current speed the engine is producing as reported in the J1939
Electronic Engine Controller #2 (EEC2) message, Suspect Parameter
Numbers (SPNs) 91 and 92. Electronic Engine Controllers #1 and #2 are
different messages (PGNs 61444 and 61443, respectively). They may or may
not refer to separate ECUs or Controller Applications. In this set up,
EEC2 originates from the VECU and EEC1 from the EECU. At the
three-second point, the cruise control is set. At the 14- and
17.5-second points, the headway controller is commanding the engine to
zero load to establish again proper spacing with an object in the path
of the HWC radar unit.

[]{#_Ref116880486 .anchor}

Exhibit A.3 -- HIL EEC2 Message Data while Under Headway Control

![](media/image45.wmf){width="5.84375in" height="2.7402777777777776in"}

Exhibit A.4 shows a composite of data on the engine torque mode, the
percent of actual engine torque, the percent of demanded engine torque,
and the engine speed. These are transmitted in the J1939 EEC1 message.
See Exhibit A.5 for the specific SPNs displayed.

[]{#_Ref116880793 .anchor}

Exhibit A.4 -- HIL EEC1 Data under Headway Control

![](media/image46.wmf){width="6.271527777777778in"
height="4.094444444444444in"}

[]{#_Ref116881918 .anchor}

Exhibit A.5 -- EEC1 Message SPNs in Exhibit A.4

  ----------------------------------------------------------- -----------
  **Message**                                                 **PGN**

  EEC1: Electronic Engine Controller #1                       61444

  **SPN Descriptions displayed in**                           **SPN**

  Engine Torque Mode                                          899

  Driver's Demand Engine -- Percent Torque                    512

  Actual Engine -- Percent Torque                             513

  Engine Speed                                                190
  ----------------------------------------------------------- -----------

The engine torque mode has thirteen defined bit states in J1939-71. 
Only four states were transmitted during the 25 seconds of data
displayed in Exhibit A.4.  Exhibit A.6 translates the four torque mode
bit states into the values displayed in Exhibit A.4. The "value" in
Exhibit A.6 is dimensionless, translating the bit state to a value that
could be displayed in combination with the other values in Exhibit A.4.
The percent of commanded and actual engine torque are shown in a
zero-to-one hundred scale. The engine speed is translated into engine
RPM in tens.

[]{#__RefHeading___Toc137289193 .anchor}Exhibit A.6 -- EEC1 Torque Mode
-- SPN 899

  ---------- ----------------------------------------- -------------------
  **Bit      **Engine/Retarder Torque Mode**           **Value**
  State**                                              

  0001       Accelerator Pedal/Operator Selection      0.2

  0010       Cruise Control                            0.4

  1000       Torque Limiting (by HWC)                  0.6

  1110       Other (resuming cruise set speed)         0.8
  ---------- ----------------------------------------- -------------------

Exhibit A.7 displays the time interval between subsequent EEC1 message
starts. The time interval is displayed in milliseconds. The message's
transmission repetition rate is engine speed dependant, so engine RPM in
hundreds is shown below the start interval data.

[]{#__RefHeading___Toc137289194 .anchor}Exhibit A.7 -- HIL EEC1 Start
Intervals and Engine RPM

![](media/image47.wmf){width="5.834027777777778in" height="3.53125in"}

Exhibit A.8 shows data from the ACC1 message, SPN 1590 -- Adaptive
Cruise Control Mode. Exhibit A.9 translates the "Mode" values shown in
the figure to the ACC mode from the SPN. The "Value" in Exhibit 4.9 is
arbitrary. It was created to provide a graphical display of ACC mode vs.
time. Comparing the ACC mode to the EEC1 engine torque mode shows that
the two ECUs responsible for these messages are working together as
specified.

[]{#__RefHeading___Toc137289195 .anchor}Exhibit A.8 -- HIL Adaptive
Cruise Control Mode

![](media/image48.wmf){width="5.761111111111111in"
height="4.219444444444444in"}

[]{#__RefHeading___Toc137289196 .anchor}Exhibit A.9 --ACC Modes

  ----------------------------------------------------- -----------------
  ACC Mode                                              Exhibit A.8 Value

  Off (Standby, Enabled, Ready for Action)              1

  Speed Control Active                                  2

  Overtake Mode                                         3

  Finish Mode                                           4

  Distance Control Active                               5
  ----------------------------------------------------- -----------------

Exhibit A.10 displays data on wheel speed and cruise control set point
during the data run. These are transmitted as part of the Cruise
Control/Vehicle Speed (CCVS) message, SPNs 84 and 86. The vehicle was
accelerating into the start of cruise control at the three-second point.
The controller attempts to establish the speed to the set point, but is
interrupted by the ACC commands at the 14- and 17.5-second points.
Exhibit A.10 demonstrates that the HIL was responding correctly to ACC
mode state and HWC commands. At 3 seconds, the cruise is engaged and the
VECU begins to slow and stabilize the speed at the set point. At 15 and
17 seconds (approximately), the HIL decelerates under headway retarding
commands. At 16 and 18 seconds, the HWC begins to restore vehicle speed
to the set point. At 23 seconds, the HWC returns speed control to the
VECU as the speed accelerates past the set point.

[]{#__RefHeading___Toc137289197 .anchor}Exhibit A.10 -- HIL CCVS Wheel
Speed and Cruise Set Point

#### ![](media/image49.wmf){width="4.760416666666667in" height="3.375in"}

[]{#__RefHeading___Toc152748954 .anchor}Appendix B: Physical Fault Test
Data

  ------------ ------------- ------------------ ------------- ------------
  **Tests**    **J1939-11 or **Network          **Virtual     **Fault
               --15**        Complexity**       ECUs**        Location**

  PF01-10      J1939-11      Complex            4             A

  PF11-20      J1939-11      Complex            4             B

  PF21-30      J1939-11      Complex            0             A

  PF31-40      J1939-11      Complex            0             B

  PF41-50      J1939-11      Simple             0             B

  PF51-60      J1939-11      Simple             0             A

  PF61-70      J1939-15      Complex            4             A

  PF71-80      J1939-15      Complex            4             B
  ------------ ------------- ------------------ ------------- ------------

+---------------+------------------------------------------------------+
| **PHYSICAL    |                                                      |
| FAULT TEST    |                                                      |
| DATA KEY**    |                                                      |
+---------------+------------------------------------------------------+
| **Data        | **Description**                                      |
| Label**       |                                                      |
+---------------+------------------------------------------------------+
| **X**         | Under "Indicators," an "X" means the warning         |
|               | indicator illuminated once the fault was initiated.  |
|               | An "X" in the row labeled "Clear" means the warning  |
|               | indicator remained illuminated after the physical    |
|               | fault was cleared.                                   |
+---------------+------------------------------------------------------+
| **A**         | All functions of a device/system perform as designed |
|               | during and after exposure to the physical fault. ECU |
| ***or         | fault code is not activated at any point during the  |
| Blank***      | test.                                                |
+---------------+------------------------------------------------------+
| **B**         | All functions of a device/system perform as designed |
|               | during exposure; however, one or more functions can  |
|               | go beyond specified tolerance. All functions return  |
|               | automatically to within normal limits after exposure |
|               | is removed. Memory functions shall remain Class A.   |
|               | ECU fault code is intermittently activated during    |
|               | fault exposure and clears when exposure is removed.  |
+---------------+------------------------------------------------------+
| **C**         | A function of a device/system does not perform as    |
|               | designed during exposure but returns automatically   |
|               | to normal operation after exposure is removed. ECU   |
|               | fault code is activated during fault exposure and    |
|               | clears when exposure is removed.                     |
+---------------+------------------------------------------------------+
| **D**         | A function of a device/system does not perform as    |
|               | designed during exposure, or ECU fault code          |
|               | activates, and does not return to normal operation,  |
|               | or ECU fault code inactivates, until exposure is     |
|               | removed and the device system is reset by simple     |
|               | "operator/use" action.                               |
+---------------+------------------------------------------------------+
| **E**         | One or more functions of a device/system do not      |
|               | perform as designed during and after exposure, or    |
|               | ECU fault code activates, and cannot be returned to  |
|               | proper operation, or ECU fault code inactivated,     |
|               | without repairing or replacing the device/system.    |
+---------------+------------------------------------------------------+

**Physical Fault Test ECU Diagnostic Codes**

The descriptions of the ABS, headway controller, engine, vehicle, and
transmission ECU fault codes in the physical fault test data headers are
listed below:

**ABS ECU Diagnostic Fault Codes**

17-3: MID 136 SID 231 MFI 002; J1939 data link not functioning; datalink
(retarder) no communications

14-12: MID 136 SID 231 MFI 002; Time-out or no connection to engine link
(J1939); Location - Data Link; engine interface timeout, no signal

17-4: MID 136 SID 231 MFI 002; J1939 data link time out; datalink
(retarder) timeout

**Headway Controller ECU Fault Codes**

S216F11: SID 216 FMI 11 - Fail mode not identified

S231F14: SID 231 FMI 14 - J1939 Datalink special instructions

S231F2: SID 231 FMI 2 - J1939 Datalink erratic intermittent

6-2: SID 6 FMI 2 - Speedometer input erratic, intermittent

S254F12: SID 254 FMI 12 - Controller 1 bad intelligence device

S254F14: SID 254 FMI 14 -- Controller 1 special instructions

S231F12: SID 231 FMI 12 -- J1939 datalink bad intelligence device

**Vehicle and Engine ECU Fault Codes**

S216F12 6-9: SID 216 MID 142 FMI 12 -- Other ECU affecting operation;
possible HWC failure; other ECU failure

S231 F8 6-4E: SID 231 MID 128 FMI 8 -- J1939 Link; J1939 Abnormal
frequency pulse width or period; link abnormal frequency

S231 F8 6-4V: SID 231 MID 142 FMI 8 -- J1939 Abnormal frequency pulse
width or period; link abnormal frequency

S231 F12: SID 213 FMI 12 -- J1939 link, bad intelligent device or
component

S216 F11: SID 216 FMI 11 -- Other ECU affecting operation, failure mode
not identifiable

**Transmission ECU Fault Codes**

S231 F14: SID 231 FMI 14 -- Loss of J1939 communication from the engine;
J1939 datalink special instructions

S231F2: SID 231 FMI 2 -- J1939 data link (with engine), J1939 datalink
erratic intermittent

![](media/image50.wmf)

![](media/image51.wmf)

![](media/image52.wmf)

![](media/image53.wmf)

![](media/image54.wmf)

![](media/image55.wmf){width="6.495138888888889in"
height="5.039583333333334in"}

![](media/image56.wmf)

![](media/image57.wmf)

[]{#__RefHeading___Toc152748955 .anchor}Appendix C: Network Load Test
Data

  ------------ ------------- ------------------ ------------- ------------
  **Tests**    **J1939-11 or **Network          **Virtual     **Fault
               --15**        Complexity**       ECUs**        Location**

  LT01-10      J1939-11      Complex            6             A

  LT11-20      J1939-11      Complex            6             B

  LT21-30      J1939-15      Complex            6             A

  LT31-40      J1939-15      Complex            6             B

  LT41-50      J1939-15      Simple             6             A

  LT51-60      J1939-15      Simple             6             B
  ------------ ------------- ------------------ ------------- ------------

+---------------+------------------------------------------------------+
| **LOAD TEST   |                                                      |
| DATA KEY**    |                                                      |
+---------------+------------------------------------------------------+
| **Data        | **Description**                                      |
| Label**       |                                                      |
+---------------+------------------------------------------------------+
| **X**         | Under "Indicators," an "X" means the warning         |
|               | indicator illuminated once the fault was initiated.  |
|               | An "X" in the row labeled "Clear" means the warning  |
|               | indicator remained illuminated after the physical    |
|               | fault was cleared.                                   |
+---------------+------------------------------------------------------+
| **A**         | All functions of a device/system perform as designed |
|               | during and after exposure to the physical fault. ECU |
| ***or         | fault code is not activated at any point during the  |
| Blank***      | test.                                                |
+---------------+------------------------------------------------------+
| **B**         | All functions of a device/system perform as designed |
|               | during exposure; however, one or more functions can  |
|               | go beyond specified tolerance. All functions return  |
|               | automatically to within normal limits after exposure |
|               | is removed. Memory functions shall remain Class A.   |
|               | ECU fault code is intermittently activated during    |
|               | fault exposure and clears when exposure is removed.  |
+---------------+------------------------------------------------------+
| **C**         | A function of a device/system does not perform as    |
|               | designed during exposure but returns automatically   |
|               | to normal operation after exposure is removed. ECU   |
|               | fault code is activated during fault exposure and    |
|               | clears when exposure is removed.                     |
+---------------+------------------------------------------------------+
| **D**         | A function of a device/system does not perform as    |
|               | designed during exposure, or ECU fault code          |
|               | activates, and does not return to normal operation,  |
|               | or ECU fault code inactivates, until exposure is     |
|               | removed and the device system is reset by simple     |
|               | "operator/use" action.                               |
+---------------+------------------------------------------------------+
| **E**         | One or more functions of a device/system do not      |
|               | perform as designed during and after exposure, or    |
|               | ECU fault code activates, and cannot be returned to  |
|               | proper operation, or ECU fault code inactivated,     |
|               | without repairing or replacing the device/system.    |
+---------------+------------------------------------------------------+

![](media/image58.wmf)

![](media/image59.wmf)

![](media/image60.wmf)

![](media/image61.wmf)

![](media/image62.wmf)

![](media/image63.wmf)

[]{#__RefHeading___Toc152748956 .anchor}Appendix D: Injected Noise Test
Data

+----------+-------------+-------------+-------+--------------------+
| *        | **J1939-11  | **Network   | **Vi  | **Physical Fault   |
| *Tests** | or --15**   | C           | rtual | #s**               |
|          |             | omplexity** | E     |                    |
|          |             |             | CUs** |                    |
+----------+-------------+-------------+-------+--------------------+
| N001-005 | J1939-15    | Complex     | 6     | 50 Ohm Terminator  |
+----------+-------------+-------------+-------+--------------------+
| N006-010 | J1939-15    | Complex     | 6     | 50 Ohm Terminator  |
+----------+-------------+-------------+-------+--------------------+
| N011-015 | J1939-15    | Complex     | 6     | 50 Ohm Terminator  |
+----------+-------------+-------------+-------+--------------------+
| N016     | J1939-15    | Complex     | 6     | 50 Ohm Terminator  |
+----------+-------------+-------------+-------+--------------------+
| N017-021 | J1939-15    | Complex     | 6     | 50 Ohm Terminator  |
|          |             |             |       | + #9 (both)       |
+----------+-------------+-------------+-------+--------------------+
| N022     | J1939-15    | Complex     | 6     | 50 Ohm Terminator  |
|          |             |             |       | + #9 (both)       |
+----------+-------------+-------------+-------+--------------------+
| N023-027 | J1939-15    | Complex     | 6     | 50 Ohm Terminator  |
|          |             |             |       | + #9              |
+----------+-------------+-------------+-------+--------------------+
| N028-031 | J1939-15    | Complex     | 6     | \-                 |
+----------+-------------+-------------+-------+--------------------+
| N032-036 | J1939-15    | Complex     | 6     | \-                 |
+----------+-------------+-------------+-------+--------------------+
| N037-041 | J1939-15    | Complex     | 6     | \-                 |
+----------+-------------+-------------+-------+--------------------+
| N042-046 | J1939-15    | Complex     | 6     | \-                 |
+----------+-------------+-------------+-------+--------------------+
| N048-052 | J1939-15    | Complex     | 6     | \-                 |
+----------+-------------+-------------+-------+--------------------+
| N053-057 | J1939-15    | Complex     | 6     | \-                 |
+----------+-------------+-------------+-------+--------------------+
| N058     | J1939-15    | Complex     | 6     | \-                 |
+----------+-------------+-------------+-------+--------------------+
| N059-063 | J1939-11    | Complex     | 6     | \-                 |
+----------+-------------+-------------+-------+--------------------+
| N064-68  | J1939-11    | Complex     | 6     | \-                 |
+----------+-------------+-------------+-------+--------------------+
| N069     | J1939-11    | Complex     | 6     | \-                 |
+----------+-------------+-------------+-------+--------------------+
| N070-074 | J1939-11    | Complex     | 6     | #4 -- CAN_L to Gnd |
+----------+-------------+-------------+-------+--------------------+
| N075-079 | J1939-11    | Complex     | 6     | #4 -- CAN_L to Gnd |
+----------+-------------+-------------+-------+--------------------+
| N080-081 | J1939-11    | Complex     | 6     | #4 -- CAN_L to Gnd |
+----------+-------------+-------------+-------+--------------------+
| N082-086 | J1939-11/15 | Complex     | 6     | #10 -- topology    |
+----------+-------------+-------------+-------+--------------------+
| N087-089 | J1939-11/15 | Complex     | 6     | #10 -- topology    |
+----------+-------------+-------------+-------+--------------------+
| N090-094 | J1939-11/15 | Complex     | 6     | #10 -- topology    |
+----------+-------------+-------------+-------+--------------------+
| N095     | J1939-11/15 | Complex     | 6     | #10 -- topology    |
+----------+-------------+-------------+-------+--------------------+
| N096-100 | J1939-11/15 | Complex     | 6     | #10 & #9           |
+----------+-------------+-------------+-------+--------------------+
| N101-102 | J1939-11/15 | Complex     | 6     | #10 & #9           |
+----------+-------------+-------------+-------+--------------------+
| N103-107 | J1939-11    | Complex     | 6     | #9 -- terminator   |
+----------+-------------+-------------+-------+--------------------+
| N108     | J1939-11    | Complex     | 6     | #9 --              |
|          |             |             |       |                    |
|          |             |             |       | terminator         |
+----------+-------------+-------------+-------+--------------------+
| N109-112 | J1939-11/15 | Complex     | 6     | #10 & #4           |
+----------+-------------+-------------+-------+--------------------+
| N113-115 | J1939-11/15 | Complex     | 6     | #10                |
+----------+-------------+-------------+-------+--------------------+

+---------------+------------------------------------------------------+
| **INJECTED    |                                                      |
| NOISE TEST    |                                                      |
| DATA KEY**    |                                                      |
+---------------+------------------------------------------------------+
| **Data        | **Description**                                      |
| Label**       |                                                      |
+---------------+------------------------------------------------------+
| **Y**         | "Yes", virtual ECUs were transmitting during the     |
|               | test.                                                |
+---------------+------------------------------------------------------+
| **N**         | "No", virtual ECUs were not transmitting during the  |
|               | test.                                                |
+---------------+------------------------------------------------------+
| **P**         | "Pass", result indicates no driver observable effect |
|               | on vehicle performance, including no warning or      |
|               | malfunction indicators (even intermittent ones), and |
|               | no active or intermittently active ECU fault codes.  |
+---------------+------------------------------------------------------+
| **F**         | "Fail", result means some or all vehicle functions   |
|               | were impaired and/or indicators or active ECU fault  |
|               | codes presented themselves.                          |
+---------------+------------------------------------------------------+
| **A**         | All functions of a device/system perform as designed |
|               | during and after exposure to the physical fault. ECU |
| ***or         | fault code is not activated at any point during the  |
| Blank***      | test. ,.                                             |
+---------------+------------------------------------------------------+
| **B**         | All functions of a device/system perform as designed |
|               | during exposure; however, one or more functions can  |
|               | go beyond specified tolerance. All functions return  |
|               | automatically to within normal limits after exposure |
|               | is removed. Memory functions shall remain Class A.   |
|               | ECU fault code is intermittently activated during    |
|               | fault exposure and clears when exposure is removed.  |
|               | Characters following the data label refer to         |
|               | conditions during failure. Numbers 0-8 indicate the  |
|               | transmission gear selected, "i" is during ignition,  |
|               | "st" is during start, "dr" is drive selected on the  |
|               | transmission, "nas" is loss of auto shift function.  |
+---------------+------------------------------------------------------+
| **C**         | A function of a device/system does not perform as    |
|               | designed during exposure but returns automatically   |
|               | to normal operation after exposure is removed. ECU   |
|               | fault code is activated during fault exposure and    |
|               | clears when exposure is removed. Characters          |
|               | following the data label refer to conditions during  |
|               | failure. Numbers 0-8 indicate the transmission gear  |
|               | selected, "i" is during ignition, "st" is during     |
|               | start, "dr" is drive selected on the transmission,   |
|               | "nas" is loss of auto shift function.                |
+---------------+------------------------------------------------------+
| **D**         | A function of a device/system does not perform as    |
|               | designed during exposure, or ECU fault code          |
|               | activates, and does not return to normal operation,  |
|               | or ECU fault code inactivates, until exposure is     |
|               | removed and the device system is reset by simple     |
|               | "operator/use" action. Characters following the data |
|               | label refer to conditions during failure. Numbers    |
|               | 0-8 indicate the transmission gear selected, "i" is  |
|               | during ignition, "st" is during start, "dr" is drive |
|               | selected on the transmission, "nas" is loss of auto  |
|               | shift function.                                      |
+---------------+------------------------------------------------------+
| **E**         | One or more functions of a device/system do not      |
|               | perform as designed during and after exposure, or    |
|               | ECU fault code activates, and cannot be returned to  |
|               | proper operation, or ECU fault code inactivated,     |
|               | without repairing or replacing the device/system.    |
|               | Characters following the data label refer to         |
|               | conditions during failure. Numbers 0-8 indicate the  |
|               | transmission gear selected, "i" is during ignition,  |
|               | "st" is during start, "dr" is drive selected on the  |
|               | transmission, "nas" is loss of auto shift function.  |
+---------------+------------------------------------------------------+
| \-            | Data label remained unchanged from previous (cell to |
|               | the left).                                           |
+---------------+------------------------------------------------------+

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[]{#__RefHeading___Toc152748957 .anchor}Appendix E: Test Series Driving
Scenarios and Test Procedures

**Detailed Test Procedures For All Driving Scenarios:**

1.  Determine test type (physical fault, load, or noise), desired
    network configuration and harness type.

2.  Configure the network with proper J1939 network harness. The
    harnesses could consist of the J1939-11 harness (A), and/or the
    J1939-15 harness (B) \[both listed in Exhibit 3.8\] with/without a
    20-meter extension made with J1939-15 cable (C).

    a.  Harness 1: (A) -- Fault, Load, or Noise Testing, or

    b.  Harness 2: (B) -- Fault, Load, or Noise Testing, or

    c.  Harness 3: (A) & (C) -- Noise Testing only, or

    d.  Harness 4: (A) & (B) -- Noise Testing only, or

    e.  Harness 5: (A), (B) & (C) -- Noise Testing only

3.  Configure the network as 'complex' or 'simple'. Attached the headway
    controller ECU to the network for complex. Remove it from the
    network for simple.

4.  Place physical fault box in Location A or B as required. Ensure all
    switches are in nominal/no-induced --faults positions.

5.  Connect simulated ECUs to the network as required. Physical Fault or
    Noise Tests: Establish Simulated ECUs as non-powered or
    monitoring-only as applicable. For Load Tests: active the simulated
    ECU's controller applications so they are waiting trigger. Ensure
    HOST computer triggering application for the simulated controller
    applications is running properly and the trigger control key set.

6.  Noise Tests Only: Connect Gaussian noise injector to the network.
    Add additional resister between CAN_H and CAN_L, as required.
    Establish injected noise at desired level. Measure effective bus
    noise level with digital oscilloscope and record.

7.  CAN monitoring PC operational and monitoring program running
    awaiting data logging command.

8.  Digital oscilloscope connected to the network and operating.

9.  CAN card connected to the network and powered as required.

10. All target PCs on, target operating systems and applications loaded,
    and communications with HOST PC nominal.

11. Transmission shift controller to NEUTRAL.

12. Ignition switch to ON.

13. Observe that no inappropriate MIL or other indicators are active.
    Transmission X-Y shifter moves, if required, and indicates neutral.
    All ECUs pass self-tests.

14. Poll all COTS ECUs with J1587 service tool. Observe no active ECU
    faults. Clear or record the number and type of inactive ECU faults,
    as required.

15. Ignition switch to START HIL simulator. Observe nominal idling RPM,
    MIL, and other indicators. Depress brake pedal to complete ABS
    self-test if needed.

16. Release parking brake and trailer brake. Depress brake pedal and
    observe zero mph and brake light indicator.

17. Transmission shift controller to DRIVE. Observe no shift or gear
    indicator change.

18. Depress clutch and observe transmission shift to "2".

19. Release brake pedal, accelerate engine, and release clutch pedal to
    begin truck motion.

20. Rapid (full pedal deflection) acceleration to 60 mph. Observe
    nominal automated shifting from gears 2 though 10.

21. Passing 35 mph, turn cruise controller ON.

22. Established at 60 mph for at least five seconds, activate cruise
    control SET button.

23. Commence CAN data logging.

24. Load Tests only: Trigger Simulated controller applications to
    commence TSC1 message broadcasts.

25. Complex Network Tests only: Initiate collision warning/adaptive
    cruise control event.

26. Complex Network Tests only: When ACC begins to reaccelerate the
    truck after the CWS following-distance-all-clear, allow a partial
    velocity recovery.

27. Complex Network Tests only: At a velocity of 52-55 mph, initiate the
    second collision warning/adaptive cruise control event.

28. Initiate physical fault using the fault box or removal of
    terminating resister if required. Complex Network Tests only:
    accomplish within 1 second of the CWS following-distance-all-clear.

29. Commence emergency (full pedal deflection) braking, within 1 second
    of physical fault initiation. Hold brake pedal until speed decreases
    to below 35 mph but above 25 mph (cruise control cut off point).
    Observe ABS operation on break pedal relief valves upon initial
    activation.

30. Rapidly accelerate (full pedal deflection) to 60 mph if possible, or
    to maximum speed attainable without changing transmission shifter if
    less than 60 mph.

31. RESUME cruise control, if possible.

32. Allow cruise control to re-establish 60 mph if possible; otherwise,
    maintain highest speed possible with accelerator pedal up to 60 mph.

33. While maintaining speed from previous step, observe, and record all
    MIL and other indicators. Using the J1587 service tool, record all
    active ECU faults and any additional inactive faults since
    commencing the test run.

34. Check alternate transmission modes if automated shifting is
    malfunctioning. Check for independent ABS and CWS operation if they
    exhibit active faults or MIL indicators. Record results.

35. With truck reestablished in cruise control at 60 mph or manually
    held at highest speed possible up to 60 mph, clear physical fault,
    if applicable.

36. If not already at 60 mph, rapidly accelerate to 60 mph.

37. RESUME cruise control if possible.

38. Stop CAN data logging.

39. Record active MIL, other indicators and use J1587 service tool to
    record active faults, if any, and inactive fault type and count.

40. Normal deceleration using partial brake deflection to 0 mph. Observe
    no ABS operation.

41. Passing 700 RPM, depress clutch pedal. At 0 mph, observe
    transmission gear indicator reads "2".

42. Ignition switch to OFF. Wait 15 seconds.

43. Ignition switch to ON. Observe no active ECU faults.

44. Ignition switch to OFF. Test complete.

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[]{#__RefHeading___Toc152748958 .anchor}Appendix F: Test Matrix

+-----------------------------------------------------------------------+
| **Test Matrix Key**                                                   |
|                                                                       |
| **Column Heading** **Section Reference**                              |
+-----------------------------------------------------------------------+
| Physical Fault Physical fault number 0-10, Section 3.2.1, Exhibit 3.2 |
+-----------------------------------------------------------------------+
| Physical Fault Location A or B Section 3.2.1; Exhibits 2.2, 4.3, and  |
| 4.5                                                                   |
+-----------------------------------------------------------------------+
| Injected Traffic Simulated ECU network traffic in percent of bus      |
| capacity                                                              |
|                                                                       |
| Section 3.3.1                                                         |
+-----------------------------------------------------------------------+
| COTS ECUs Number of COTS ECUs on Network                              |
|                                                                       |
| Sections 3.1.1 and 3.1.2, Exhibit 2.2                                 |
+-----------------------------------------------------------------------+
| Simulated ECUs Number of Simulated ECUs Network                       |
|                                                                       |
| Sections 3.1.1 and 3.1.2, Exhibit 2.2                                 |
+-----------------------------------------------------------------------+
| SimECU Non-Powered Simulated ECU with no power                        |
+-----------------------------------------------------------------------+
| SimECU Monitoring Only Simulated ECU with power, monitoring bus only  |
+-----------------------------------------------------------------------+
| SimECU Active Simulated ECU actively transmitting                     |
+-----------------------------------------------------------------------+
| SimECU Controller Apps Total number of CA's transmitting on all       |
| Simulated ECUs                                                        |
+-----------------------------------------------------------------------+
| Network Complexity Simple = No HWC; Complex = with HWC Section 3.1.2  |
+-----------------------------------------------------------------------+
| Harness Type -11 TSP or --15 UTP Section 3.1.4, Exhibit 3.8           |
+-----------------------------------------------------------------------+
| Bus Length End-to-end main J1939 bus length Exhibit 3.8               |
+-----------------------------------------------------------------------+
| Stub Length Sum of the individual ECU to main bus stubs Exhibit 3.8   |
+-----------------------------------------------------------------------+
| Driving Scenario Physical Fault, Load or Noise Driving scenario       |
|                                                                       |
| Section 3.1.6, Appendix E                                             |
+-----------------------------------------------------------------------+
| Injected Noise Gaussian noise injected at bus end Section 3.1.5 and   |
| 3.4                                                                   |
+-----------------------------------------------------------------------+
| Noise Level Effective injected noise level in millivolts RMS          |
|                                                                       |
| Section 3.4, Appendix D                                               |
+-----------------------------------------------------------------------+
| CAN monitoring Vector CANalayzer CAN monitor/recorder Section 2.1.3   |
+-----------------------------------------------------------------------+
| Signal Monitoring Tektronix oscilloscope on network Section 2.1.3     |
+-----------------------------------------------------------------------+
| CAN card Softing CAN card on network, not used for data collection    |
+-----------------------------------------------------------------------+

  ---------------- ------------------------------------------------------
  **TEST MATRIX    
  DATA KEY**       

  **Data Label**   **Description**

  **Y**            Yes

  **N**            No

  **PF**           Physical Fault

  **LT**           Load Test

  **NT**           Noise Test

  **C**            Complex

  **S**            Simple
  ---------------- ------------------------------------------------------

  ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
  **Test   **Physical   **Fault      **Injected   **COTS   **Simulated   **SimECUs   **SimECUs    **SimECUs   **SimECU         **Network:   **Harness   **Bus        **Stub     **Driving   **Injected   **Noise      **CAN          **Signal       **CAN    **Additional   **Network        **Complies
  \#**     Fault SAE    Location**   Network      ECUs**   ECUs**        Non         Monitoring   Active**    Controller       Complex or   Type: -11,  Length,      Length,    Scenario:   Noise?**     Level,       Monitoring**   Monitoring**   card**   Impedance**    Communications   with SAE J1939
           J1939                     Traffic, %                          Powered**   Only**                   Applications**   Simple**     -15 or      End-to-End   Sum Total  Physical                 millivolts                                                         Failure(s)?**    Standards?**
           Section                   of max**                                                                                               mix**       meters**     meters**   Fault, Load              RMS**                                                                               
           7.4**                                                                                                                                                                or Noise**                                                                                                   
  -------- ------------ ------------ ------------ -------- ------------- ----------- ------------ ----------- ---------------- ------------ ----------- ------------ ---------- ----------- ------------ ------------ -------------- -------------- -------- -------------- ---------------- --------------
  PF01     0            A            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             N                Y

  PF02     1            A            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF03     2            A            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF04     3            A            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF05     4            A            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             N                Y

  PF06     5            A            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF07     6            A            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF08     7            A            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF09     8            A            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF10     9            A            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             N                Y

  PF11     0            B            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             N                Y

  PF12     1            B            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF13     2            B            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF14     3            B            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF15     4            B            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             N                Y

  PF16     5            B            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF17     6            B            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF18     7            B            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF19     8            B            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              Y        \-             Y                Y

  PF20     9            B            0            5        4             4           \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF21     0            A            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF22     1            A            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF23     2            A            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF24     3            A            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF25     4            A            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF26     5            A            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF27     6            A            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF28     7            A            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF29     8            A            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF30     9            A            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF31     0            B            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF32     1            B            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF33     2            B            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF34     3            B            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF35     4            B            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF36     5            B            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF37     6            B            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF38     7            B            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF39     8            B            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF40     9            B            0            5        0             \-          \-           \-          \-               C            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF41     0            B            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF42     1            B            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF43     2            B            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF44     3            B            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF45     4            B            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF46     5            B            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF47     6            B            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF48     7            B            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF49     8            B            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF50     9            B            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF51     0            A            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF52     1            A            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF53     2            A            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF54     3            A            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF55     4            A            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF56     5            A            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF57     6            A            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF58     7            A            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF59     8            A            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             Y                Y

  PF60     9            A            0            4        0             \-          \-           \-          \-               S            -11         25.24        10.54      PF          N            \-           Y              Y              N        \-             N                Y

  PF61     0            A            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             N                Y

  PF62     1            A            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF63     2            A            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF64     3            A            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF65     4            A            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             N                Y

  PF66     5            A            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF67     6            A            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF68     7            A            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF69     8            A            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF70     9            A            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             N                Y

  PF71     0            B            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             N                Y

  PF72     1            B            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF73     2            B            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF74     3            B            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF75     4            B            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             N                Y

  PF76     5            B            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF77     6            B            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF78     7            B            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF79     8            B            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             Y                Y

  PF80     9            B            0            5        4             4           \-           \-          \-               C            -15         14.76        13.61      PF          N            \-           Y              Y              N        \-             N                Y
  ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

  ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
  **Test   **Physical   **Fault      **Injected   **COTS   **Simulated   **SimECUs   **SimECUs    **SimECUs   **SimECU         **Network:   **Harness   **Bus        **Stub     **Driving   **Injected   **Noise      **CAN          **Signal       **CAN    **Additional   **Network        **Complies
  \#**     Fault SAE    Location**   Network      ECUs**   ECUs**        Non         Monitoring   Active**    Controller       Complex or   Type: -11,  Length,      Length,    Scenario:   Noise?**     Level,       Monitoring**   Monitoring**   card**   Impedance**    Communications   with SAE J1939
           J1939                     Traffic, %                          Powered**   Only**                   Applications**   Simple**     -15 or      End-to-End   Sum Total  Physical                 millivolts                                                         Failure(s)?**    Standards?**
           Section                   of max**                                                                                               mix**       meters**     meters**   Fault, Load              RMS**                                                                               
           7.4**                                                                                                                                                                or Noise**                                                                                                   
  -------- ------------ ------------ ------------ -------- ------------- ----------- ------------ ----------- ---------------- ------------ ----------- ------------ ---------- ----------- ------------ ------------ -------------- -------------- -------- -------------- ---------------- --------------
  LT01     0            A            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             N                Y

  LT02     1            A            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT03     2            A            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT04     3            A            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT05     4            A            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             N                Y

  LT06     5            A            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT07     6            A            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT08     7            A            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT09     8            A            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT10     9            A            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             N                Y

  LT11     0            B            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             N                Y

  LT12     1            B            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT13     2            B            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT14     3            B            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT15     4            B            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             N                Y

  LT16     5            B            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT17     6            B            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT18     7            B            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT19     8            B            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             Y                Y

  LT20     9            B            74           5        6             \-          \-           6           12               C            -11         25.24        10.54      LT          N            \-           Y              Y              N        \-             N                Y

  LT21     0            A            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             N                Y

  LT22     1            A            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT23     2            A            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT24     3            A            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT25     4            A            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             N                Y

  LT26     5            A            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT27     6            A            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT28     7            A            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT29     8            A            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT30     9            A            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             N                Y

  LT31     0            B            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             N                Y

  LT32     1            B            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT33     2            B            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT34     3            B            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT35     4            B            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             N                Y

  LT36     5            B            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT37     6            B            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT38     7            B            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT39     8            B            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT40     9            B            74           5        6             \-          \-           6           12               C            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             N                Y

  LT41     0            B            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             N                Y

  LT42     1            B            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT43     2            B            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT44     3            B            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT45     4            B            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             N                Y

  LT46     5            B            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT47     6            B            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT48     7            B            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT49     8            B            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT50     9            B            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             N                Y

  LT51     0            A            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             N                Y

  LT52     1            A            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT53     2            A            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT54     3            A            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT55     4            A            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             N                Y

  LT56     5            A            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT57     6            A            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT58     7            A            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT59     8            A            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             Y                Y

  LT60     9            A            74           4        6             \-          \-           6           12               S            -15         14.76        13.61      LT          N            \-           Y              Y              N        \-             N                Y

  N001     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            30           Y              Y              N        50 Ω           N                N/A

  N002     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            60           Y              Y              N        50 Ω           N                N/A

  N003     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            90           Y              Y              N        50 Ω           Y                N/A

  N004     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            120          Y              Y              N        50 Ω           Y                N/A

  N005     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            150          Y              Y              N        50 Ω           Y                N/A

  N006     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            180          Y              Y              N        50 Ω           Y                N/A

  N007     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            210          Y              Y              N        50 Ω           Y                N/A

  N008     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            240          Y              Y              N        50 Ω           Y                N/A

  N009     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            300          Y              Y              N        50 Ω           Y                N/A

  N010     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            400          Y              Y              N        50 Ω           Y                N/A

  N011     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            600          Y              Y              N        50 Ω           Y                N/A

  N012     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            500          Y              Y              N        50 Ω           Y                N/A

  N013     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            550          Y              Y              N        50 Ω           Y                N/A

  N014     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            70           Y              Y              N        50 Ω           N                N/A

  N015     0            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            80           Y              Y              N        50 Ω           N                N/A

  N016     9,9          A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            110          Y              Y              N        50 Ω           Y                N/A

  N017     9,9          A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            120          Y              Y              N        50 Ω           N                N/A

  N018     9,9          A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            180          Y              Y              N        50 Ω           N                N/A

  N019     9,9          A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            300          Y              Y              N        50 Ω           Y                N/A

  N020     9,9          A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            240          Y              Y              N        50 Ω           Y                N/A

  N021     9,9          A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            210          Y              Y              N        50 Ω           Y                N/A

  N022     9,9          A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            200          Y              Y              N        50 Ω           N                N/A

  N023     9            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            270          Y              Y              N        50 Ω           Y                N/A

  N024     9            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            330          Y              Y              N        50 Ω           Y                N/A

  N025     9            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            180          Y              Y              N        50 Ω           N                N/A

  N026     9            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            240          Y              Y              N        50 Ω           N                N/A

  N027     9            A            0            5        6             \-          6            \-          \-               C            -15         14.76        13.61      NT          Y            300          Y              Y              N        50 Ω           Y                N/A

  N028     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            69           Y              Y              N        \-             N                N/A

  N029     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            114          Y              Y              N        \-             Y                N/A

  N030     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            137          Y              Y              N        \-             N                N/A

  N031     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            137          Y              Y              N        \-             N                N/A

  N032     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            183          Y              Y              N        \-             N                N/A

  N033     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            206          Y              Y              N        \-             N                N/A

  N034     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            229          Y              Y              N        \-             N                N/A

  N035     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            252          Y              Y              N        \-             N                N/A

  N036     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            275          Y              Y              N        \-             N                N/A

  N037     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            298          Y              Y              N        \-             N                N/A

  N038     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            321          Y              Y              N        \-             N                N/A

  N039     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            344          Y              Y              N        \-             N                N/A

  N040     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            367          Y              Y              N        \-             N                N/A

  N041     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            390          Y              Y              N        \-             N                N/A

  N042     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            413          Y              Y              N        \-             N                N/A

  N043     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            436          Y              Y              N        \-             N                N/A

  N044     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            459          Y              Y              N        \-             N                N/A

  N045     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            482          Y              Y              N        \-             N                N/A

  N046     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            504          Y              Y              N        \-             N                N/A

  N047     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            690          Y              Y              N        \-             N                N/A

  N048     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            550          Y              Y              N        \-             N                N/A

  N049     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            573          Y              Y              N        \-             N                N/A

  N050     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            596          Y              Y              N        \-             N                N/A

  N051     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            619          Y              Y              N        \-             N                N/A

  N052     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            642          Y              Y              N        \-             N                N/A

  N053     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            665          Y              Y              N        \-             N                N/A

  N054     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            688          Y              Y              N        \-             Y                N/A

  N055     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            711          Y              Y              N        \-             Y                N/A

  N056     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            734          Y              Y              N        \-             Y                N/A

  N057     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            757          Y              Y              N        \-             Y                N/A

  N058     0            A            0            5        6             6           \-           \-          \-               C            -15         14.76        13.61      NT          Y            780          Y              Y              N        \-             Y                N/A

  N059     0            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            8            Y              Y              N        \-             N                N/A

  N060     0            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            459          Y              Y              N        \-             N                N/A

  N061     0            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            535          Y              Y              N        \-             N                N/A

  N062     0            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            611          Y              Y              N        \-             N                N/A

  N063     0            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            665          Y              Y              N        \-             N                N/A

  N064     0            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            688          Y              Y              N        \-             Y                N/A

  N065     0            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            711          Y              Y              N        \-             Y                N/A

  N066     0            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            734          Y              Y              N        \-             Y                N/A

  N067     0            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            757          Y              Y              N        \-             Y                N/A

  N068     0            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            780          Y              Y              N        \-             Y                N/A

  N069     0            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            8            Y              Y              N        \-             N                N/A

  N070     4            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            8            Y              Y              N        \-             N                N/A

  N071     4            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            459          Y              Y              N        \-             N                N/A

  N072     4            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            535          Y              Y              N        \-             Y                N/A

  N073     4            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            558          Y              Y              N        \-             Y                N/A

  N074     4            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            581          Y              Y              N        \-             Y                N/A

  N075     4            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            604          Y              Y              N        \-             Y                N/A

  N076     4            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            627          Y              Y              N        \-             Y                N/A

  N077     4            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            650          Y              Y              N        \-             Y                N/A

  N078     4            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            673          Y              Y              N        \-             Y                N/A

  N079     4            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            696          Y              Y              N        \-             Y                N/A

  N080     4            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            482          Y              Y              N        \-             N                N/A

  N081     4            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            504          Y              Y              N        \-             Y                N/A

  N082     10           A            0            5        6             6           \-           \-          \-               C            Mix         40.00        24.15      NT          Y            8            Y              Y              N        \-             N                N/A

  N083     10           A            0            5        6             6           \-           \-          \-               C            Mix         40.00        24.15      NT          Y            459          Y              Y              N        \-             N                N/A

  N084     10           A            0            5        6             6           \-           \-          \-               C            Mix         40.00        24.15      NT          Y            604          Y              Y              N        \-             N                N/A

  N085     10           A            0            5        6             6           \-           \-          \-               C            Mix         40.00        24.15      NT          Y            688          Y              Y              N        \-             Y                N/A

  N086     10           A            0            5        6             6           \-           \-          \-               C            Mix         40.00        24.15      NT          Y            734          Y              Y              N        \-             Y                N/A

  N087     10           A            0            5        6             6           \-           \-          \-               C            Mix         40.00        24.15      NT          Y            757          Y              Y              N        \-             Y                N/A

  N088     10           A            0            5        6             6           \-           \-          \-               C            Mix         40.00        24.15      NT          Y            665          Y              Y              N        \-             Y                N/A

  N089     10           A            0            5        6             6           \-           \-          \-               C            Mix         40.00        24.15      NT          Y            642          Y              Y              N        \-             N                N/A

  N090     10           A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            604          Y              Y              N        \-             Y                N/A

  N091     10           A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            558          Y              Y              N        \-             Y                N/A

  N092     10           A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            535          Y              Y              N        \-             N                N/A

  N093     10           A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            665          Y              Y              N        \-             Y                N/A

  N094     10           A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            642          Y              Y              N        \-             Y                N/A

  N095     10           A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            619          Y              Y              N        \-             Y                N/A

  N096     10,9         A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            8            Y              Y              N        \-             N                N/A

  N097     10,9         A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            504          Y              Y              N        \-             Y                N/A

  N098     10,9         A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            306          Y              Y              N        \-             N                N/A

  N099     10,9         A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            382          Y              Y              N        \-             Y                N/A

  N100     10,9         A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            359          Y              Y              N        \-             Y                N/A

  N101     10,9         A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            336          Y              Y              N        \-             Y                N/A

  N102     10,9         A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            321          Y              Y              N        \-             N                N/A

  N103     9            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            535          Y              Y              N        \-             Y                N/A

  N104     9            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            459          Y              Y              N        \-             Y                N/A

  N105     9            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            382          Y              Y              N        \-             Y                N/A

  N106     9            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            359          Y              Y              N        \-             N                N/A

  N107     9            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            405          Y              Y              N        \-             Y                N/A

  N108     9            A            0            5        6             6           \-           \-          \-               C            -11         25.24        10.54      NT          Y            436          Y              Y              N        \-             Y                N/A

  N109     10,4         A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            535          Y              Y              N        \-             Y                N/A

  N110     10,4         A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            459          Y              Y              N        \-             Y                N/A

  N111     10,4         A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            382          Y              Y              N        \-             Y                N/A

  N112     10,4         A            0            5        6             6           \-           \-          \-               C            Mix         60.00        24.15      NT          Y            8            Y              Y              N        \-             Y                N/A

  N113     10           A            0            5        6             6           \-           \-          \-               C            Mix         45.24        10.54      NT          Y            642          Y              Y              N        \-             Y                N/A

  N114     10           A            0            5        6             6           \-           \-          \-               C            Mix         45.24        10.54      NT          Y            627          Y              Y              N        \-             N                N/A

  N115     10           A            0            5        6             6           \-           \-          \-               C            Mix         45.24        10.54      NT          Y            665          Y              Y              N        \-             Y                N/A
  ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

![](media/image1.png){width="2.6791666666666667in"
height="0.8694444444444445in"}