ENERGY

EMESRT Vehicle Interaction

Working group
Part of ACARP C24034 “Proximity Detection Device Open
Specification”

On vehicle protocol
Copyright
© Commonwealth Scientific and Industrial Research Organisation 2016. To the extent permitted
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Contents

Executive summary ......................................................................................................................... 6

1 Revision control .................................................................................................................. 7
2 Introduction ........................................................................................................................ 8
3 Assumptions ....................................................................................................................... 9
4 SAE J1939 overview .......................................................................................................... 10
5 Required Data Items ......................................................................................................... 14
6 Proposed Protocol Messages ........................................................................................... 15
6.1 PDS‐>OEM Action PGN ........................................................................................ 15
6.2 PDS‐>OEM Action SPN Details ............................................................................. 16
6.3 OEM‐>PDS Reply.................................................................................................. 18
6.4 OEM‐>PDS Data PGN ........................................................................................... 19
6.5 OEM‐>PDS Data SPN Details................................................................................ 20
7 Compiled information ....................................................................................................... 21
8 Proposed Hardware .......................................................................................................... 25
9 Unresolved Issues ............................................................................................................. 26
10 Roadmap to Extensibility .................................................................................................. 29
11 Conclusions ....................................................................................................................... 30

4 | EMESRT Vehicle Interaction Working group | ACARP C24034

Figures
Figure 1 Suggested system architecture ......................................................................................... 8
Figure 2 J1939 message format .................................................................................................... 11
Figure 3 Parameter Group example.............................................................................................. 12
Figure 4 Deutsch HD10‐9‐1939 connector ................................................................................... 25
Figure 5 C22012 system analysis .................................................................................................. 27
Figure 6 ACARP C22012 system model ......................................................................................... 27
Figure 7 Suggested EMESRT system architecture ......................................................................... 29

Tables
Table 1: High‐priority Data Items as Defined by EMESRT (OEM‐>PDS) ........................................ 14
Table 2: High‐priority Data Items as Defined by EMESRT (PDS‐>OEM) ........................................ 14
Table 3: Proposed PGN(s) – PDS ‐> OEM Action ........................................................................... 15
Table 4: SPN ‐ Status/Command ................................................................................................... 16
Table 5 Status/Command Enumeration ....................................................................................... 16
Table 6 Additional SPN Definitions ............................................................................................... 17
Table 7 Proposed PGN(s) – OEM ‐> PDS Reply ............................................................................. 18
Table 8 OEM‐>PDS Data ................................................................................................................ 19
Table 9 OEM‐>PDS Data SPNs ....................................................................................................... 20
Table 10: Compiled PGNs – PDS ‐> OEM ...................................................................................... 21
Table 11: Compiled PGNs – OEM ‐> PDS ...................................................................................... 22

No table of figures entries found.

ACARP C24034 | EMESRT Vehicle Interaction Working group | 5

Executive summary

This report presents the strategy for implementation of an industry communications standard for proximity
detection and vehicle interaction, as agreed by the EMESRT working group on Vehicle Interaction at a
December 2015 workshop in Brisbane, Australia. This document is also a deliverable for ACARP project
C24034, “Proximity Detection Device Open Specification”.

The primary outcome of the EMESRT workshop was an agreement by participants, which included
representatives from mining companies, OEMs, and Proximity Detection System (PDS) vendors, to establish
a common protocol for communications between PDS and OEM devices in the mining industry. Furthermore
it was resolved that, due to its familiarity and broad industry acceptance, the preferred basis for the protocol
should be the J1939 standards as established by the Society of Automotive Engineers (SAE).

This report provides an overview of the J1939 protocol in light of the vehicle interaction requirements defined
by EMESRT. The EMESRT workshop also defined a set of fundamental signals or messages between the PDS
and OEM systems that would be required for compliance with the proposed industry standard: these signals,
and the J1939 protocol messages necessary to implement them, are documented.

Some key issues remain to be addressed as part of the implementation process, such as the need for an
agreed hardwired interface for communication with non‐computerised vehicles. Of particular note in this
category is the question of the extensibility of the proposed protocol, and the need for an ongoing roadmap
to carefully manage the implementation process.

These unresolved issues indicate to CSIRO that the selected protocol is not ideal, and may lead to serious
future issues in this space.

6 | EMESRT Vehicle Interaction Working group | ACARP C24034

1 Revision control

Revision Date Details

0 16.02.2016 Initial draft release for comment
1 25.03.2016 Draft following EMESRT VI Workshop 3

ACARP C24034 | EMESRT Vehicle Interaction Working group | 7

2 Introduction

This document has been created as deliverable for the ACARP C24034 project, with a direct connection to
the work being undertaken by the EMESRT group on Vehicle Interaction. This document is designed to be a
draft for the working group that consists of representatives from Mining companies, Equipment
manufacturers (OEMs) and PDS suppliers.
The document addresses the definition of an agreed “on vehicle” protocol for mining industry machinery,
and covers the communications channels described in Figure 1 below. Based on the outcomes of the
December 2015 workshop organised by the EMESRT working group on Vehicle Interactions, it was agreed
that the proposed protocol will be based on the SAE J1939 set of standards. On this basis, relevant
information regarding currently used protocols and standards has been accumulated from a wide base of
OEMs and PDS suppliers.
The EMESRT working group also established an agreed set of fundamental signals between OEMs and PDSs
that would be required for minimum compliance with the proposed protocol. These signals are summarised,
and a draft series of J1939 protocol messages that encapsulate the standard signals are presented.

Figure 1 Suggested system architecture

8 | EMESRT Vehicle Interaction Working group | ACARP C24034

3 Assumptions

This document makes the following assumptions:

1. This communications protocol defines the transmission between a single PDS and vehicle.
2. This communication protocol uses the J1939 standards.
3. The communications between PDS system and OEM control system may be added on to an existing
CANbus, so messages should not conflict with the normal operation of any existing systems utilizing
that bus.

ACARP C24034 | EMESRT Vehicle Interaction Working group | 9

4 SAE J1939 overview

J1939 is a set of standards defined by the Society of Automotive Engineers (SAE) for use within heavy‐duty
vehicles such as trucks, buses, commercial vehicles and mobile hydraulics. It is based upon the CAN protocol
and operates at a maximum speed of approximately 250kbps. It describes the physical and data link layers
of the OSI model. SAE J1939 is now commonly used in the commercial vehicle area for communication
throughout the vehicle, with the physical layer defined in ISO 11898.

The overviews by Kvaser:

https://www.kvaser.com/about‐can/higher‐layer‐protocols/j1939‐introduction/)
and Voss:
http://www.esd‐electronics‐usa.com/Shared/Library/J1939/SAE%20J1939%20Extended.pdf
are highly recommended background reading.

QUICK FACTS
Higher Layer protocol build on the CAN bus
Used in heavy duty and commercial vehicles
Bus speed is 250 kbits/s (max ~ 1000 msg/s)

SAE Documents:
The physical layer (J1939/11) describes the electrical interface to the bus. The data link layer (J1939/21)
describes the rules for constructing a message, accessing the bus, and detecting transmission errors. The
application layer (J1939/71 and J1939/73 diagnostics) defines the specific data contained within each
message sent across the network.

J1939/11 Wiring Topology – Physical Layer

The J1939 network is intended to be a single, linear, shielded twisted pair of wires running around the vehicle
to each ECU. A short stub is permitted between the ECU and the “bus”. This simplifies routing the main bus
wiring by not requiring the main bus to connect directly to each ECU. The linear bus is necessary at a data
rate of 250 Kbps in order to minimize electrical signal reflections. The termination resistor (typically 120
Ohms) at each end of the bus also reduces reflections.

J1939/21 Data Link Layer

This document describes the data link layer using the CAN protocol with 29-bit Identifiers. For SAE J1939
no alternative data link layers are permitted.

J1939/71 Vehicle Application Layer

This the SAE J1939 reference document for the conventions and notations that specify parameter placement
in PGN data fields, the conventions for ASCII parameters, and conventions for PGN transmission rates. This
document previously contained the majority of the SAE J1939 data parameters and messages for information

10 | EMESRT Vehicle Interaction Working group | ACARP C24034

exchange between the ECU applications connected to the SAE J1939 communications network. It also
contained reference figures and reference information. The data parameters (SPNs), messages (PGNs) and
reference figures and information previously published within this document are now published in SAE
J1939DA.

CAN Messaging
Every node within the CAN system has access to read and write data on the CAN bus; when sending, a node
first checks availability of the bus, then transmits a CAN frame to the network. The CAN protocol is a message
based protocol; each individual message is given a predefined unique ID identifying the type of the contents
of the message. This means that every node on the bus can receive the message, and then determine
whether to accept it or not based on the message ID.

The CAN specification defines several error control mechanisms, ensuring the network is very reliable. All
network devices need to be capable of detecting errors and informing other nodes that an error occurred.

J1939 Message Format

Figure 2 J1939 message format

Each message consists of the format in figure 2. As shown, the maximum size of a message is 128 bits with 8
data bytes. Using a 50% bus utilisation to account for transmission collisions, this results in around 1000
messages per second being transmitted on the bus.

The Parameter Group Number (PGN) identifies the pre‐defined Parameter Group, which is made up of
individual data items, or “SPN”s.

ACARP C24034 | EMESRT Vehicle Interaction Working group | 11

Figure 3 Parameter Group example

The data is contained in the (up to) 8 byte Data field. Within this data field, individual parameters are defined
by their offset. Additionally standard data items are predefined as a SPN, and this definition includes:
 Data length
 Resolution
 Value Offset
 Value Range
 Type
 Reference

QUICK FACTS
Each message is 128 bits, with 8 bytes of data
PGNs are pre‐defined parameter groups
SPNs are pre‐defined data items

12 | EMESRT Vehicle Interaction Working group | ACARP C24034

J1939 ECU Name

Each device on the CANBus shall have a NAME data item as documented in J1939/81. The Name is a 64 bit
(8 bytes) long label which gives every ECU a unique identity. The Name is composed of 10 fields and has the
following structure:

1. Arbitrary address bit

2. Industry group, length 3 bits
3. Vehicle system instance, length 4 bits
4. Vehicle system, length 7 bits
5. Reserved bit
6. Function, length 8 bits
7. Function instance, length 5 bits
8. ECU instance, length 3 bits
9. Manufacturer code, length 11 bits
10. Identity number, length 21 bits

Additionally, each physical ECU may incorporate multiple Controller Applications, which may be considered
logically independent data sources.

ACARP C24034 | EMESRT Vehicle Interaction Working group | 13

5 Required Data Items

As determined during the EMESRT discussions of December 2015, the following parameters are the high
priority data items.
Table 1: High‐priority Data Items as Defined by EMESRT (OEM‐>PDS)

OEM‐> PDS UNIT RATE DESCRIPTION

VELOCITY m/sec pos/neg 4 calculated ground speed, suggested resolution +/‐ 0.1 m/s and precision 0.3
times/sec

MACHINE TYPE TBD on request Machine ID (type, model, controller…

DIRECTION +/‐ (#Gear?) change of We need to know if we are in reverse, neutral, park, or drive… Definition: What direction
state the operator intended. Should this be called "direction" or "selective direction"

STEERING Degrees 4 Intent of this is to provide clarification on direction intent, reduce false positives,
ANGLE (+/‐ from straight?) times/sec prevent a STOP order if it isn't needed … a) currently this is unavailable from the OEM
and is a major undertaking to realise if provided by the OEM. b) Other option is PDS
seeks 3rd party sensor/interface or builds in this capability. c) From this information the
steering angle speed will be derived and reported.
MACHINE TBD change of Status of subsystems (? traction control system, tramming, slew function, bucket,
STATE state parking brake, haul truck tray, boom). Can you approach the machine without alarms
for both underground and surface? BE CAREFUL not to make all machines OVERLY safe
to such an extent that you cannot move/operate the machine. Every function can
potentially be a regulatory issue.
SLOPE: Degrees TBD Optimisation of braking distances and alarming uphill or downhill (slope) … and right to
ROLL/PITCH (+up/‐down from left (roll). Coordinate frames TBD
level horizon)
TRACTION TBD TBD Optimisation of braking distances and alarming
CONTROL: SLIP
STATUS

PAYLOAD Loaded/unloaded Change of Optimisation of alarming … also for prioritisation when having to decide between
state stopping a loaded vs. unloaded vehicle ‐ you would 1st stop the loaded vehicle. Different
speed limits loaded vs. unloaded

Table 2: High‐priority Data Items as Defined by EMESRT (PDS‐>OEM)

PDS‐>OEM UNIT RATE DESCRIPTION

EMERGENCY STOP Stop the machine motion as rapidly as possible. This means an
uncontrolled motion stop. NOTE: this has NOTHING to do with an E‐
Stop
CONTROLLED STOP Stop machine motion in a conventional manner. NOTE: there is
additional work to be done between OEM's and PDS's to get to an
understanding and reach agreement… some PPTs from workshop ID
different levels of stop ‐ perhaps should be a risk assessment done on
site.
SLOW DOWN Reduce speed of the machine in a conventional/ nominal manner.
HEALTH Intent behind this is to indicate that the PDS system is right (healthy)

14 | EMESRT Vehicle Interaction Working group | ACARP C24034

6 Proposed Protocol Messages

The proposed protocol messages are split into 3 separate PGNs. The working group has yet to
define whether the data items will be formally defined as SPN.

PGN Description

65280 PDS‐OEM Action

65281 OEM‐PDS Reply

65282 OEM‐PDS Data

6.1 PDS‐>OEM Action PGN

Table 3: Proposed PGN(s) – PDS ‐> OEM Action

PDS ‐> OEM Action – NEW PGN 65280

Update Rate
Description
SPN length
(byte.bit)

J1939/71
defined
Offset
Signal

Name
Label
PGN

SPN

Proximity
Detection
This is an enumerated table of data
System Status or
Status 65280
Status/
TBD 1.1 8bits
Command
items that may be sent from PDS to TBD N
OEM
Command

Min
Braking ** 0%‐125% encoded on range 0x0‐
Min Braking 65280
Request
TBD 2.1 8bits Min Braking
0xf9
TBD N
Percent
Max
Throttle ** 0%‐125% encoded on range 0x0‐
Max Throttle 65280
Request
TBD 3.1 8bits Max Throttle
0xf9
TBD N
Percent
Max
Velocuty ** ‐25m/s‐25m/s encoded on range
Max Velocity 65280
Request
TBD 4.1 8bits Max Velocity
0x0‐0xf9
TBD N
Percent
User
User
Configurable 65280 TBD TBD 5.1 8bits
Configurable 1
*** TBD N
1
User
User
Configurable 65280 TBD TBD 6.1 8bits
Configurable 2
*** TBD N
2
Reserved 65280 TBD TBD 7.1 8bits Reserved TBD N
Incrementing counter of messages
Message Message Message
65280 TBD 8.1 8bits passed between systems to ensure TBD N
Counter Counter Counter
system consistency
Notes
** The resolution and range cannot actually be correct. 0xFA = 250, but the 0xFA cannot be used as it is being
used for the GENERAL FAULT indication.

ACARP C24034 | EMESRT Vehicle Interaction Working group | 15

*** The use of a ‘user configurable field’ is contrary to the very concept of clear, well defined, open
architecture protocol definitions.

PROPOSAL 1
Two new user range PGNs (65280&65281)
defined
Eight new SPNs defined

6.2 PDS‐>OEM Action SPN Details

Table 4: SPN ‐ Status/Command

SPN <TBD>: STATUS/COMMAND

EDP 0
DP 0
PF
PS
PGN 65280 ‐ Proximity Detection System Outputs
TRANSMISSION RATE TBD
DEFAULT PRIORITY
SPN POSITION 1.1
SPN LENGTH 8 bit
DESCRIPTION Status / Command
RESOLUTION Enumeration
DATA RANGE 0 to 0xff
UNITS Bit
SPN TYPE Status/Command

Table 5 Status/Command Enumeration

VALUE NAME DESCRIPTION

0X00 Health/No Command System OK PDS active

0X01 Emergency Stop Stop the machine motion as rapidly as possible.

This means an uncontrolled motion stop. NOTE:
this has NOTHING to do with an E‐Stop
In this case 125% force and service brake.
0X02 Controlled Stop "Stop machine motion in a conventional manner.
NOTE: there is additional work to be done between
OEM's and PDS's to get to an understanding and
reach agreement… some PPTs from workshop ID
different levels of stop ‐ perhaps should be a risk
assessment done on site.
If no additional information (byte 3/4/5) is
provided then it is the OEMs responsibility to
define machine response. "

16 | EMESRT Vehicle Interaction Working group | ACARP C24034

 VALUE NAME DESCRIPTION
0X03 Slow down Reduce speed of the machine in a conventional/
nominal manner.
If no additional information (byte 3/4/5) is
provided then it is the OEMs responsibility to
define machine response.

0X04 Bypass PDS is not active. E.g. Override function for

maintenance.

0X81 Emergency Stop Used to confirm the OEM capability to perform an

Capability Confirmation Emergency Stop

0X82 Controlled Stop Used to confirm the OEM capability to perform a

Capability Confirmation Controlled stop

0X83 Slow down Capability Used to confirm the OEM capability to perform a
Confirmation Slow Down

0X84 Bypass Capability Used to confirm the OEM capability to perform a

Confirmation Bypass

Table 6 Additional SPN Definitions

POSITION LENGTH RESOLUTION RANGE UNITS

MIN BRAKING 2.1 8 0.5% 0% to 125% Percent

MAX 3.1 8 0.5% 0% to 125% Percent
THROTTLE
MAX VELOCITY 4.1 8 0.2m/s ‐25m/s to 25m/s m/s
USER 5.1 8 N/A N/A N/A
CONFIGURABLE
1
USER 6.1 8 N/A N/A N/A
CONFIGURABLE
2
RESERVED 7.1 8 N/A N/A N/A
MESSAGE 8.1 8 N/A 0‐255 messages
COUNTER

Special cases
In each field, the standard J1939 standard codes may be used to indicate status:
0xFA General Fault
0xFE General Error
0xFF Ignore

ACARP C24034 | EMESRT Vehicle Interaction Working group | 17

6.3 OEM‐>PDS Reply

Table 7 Proposed PGN(s) – OEM ‐> PDS Reply

OEM ‐> PDS Reply – NEW PGN 65281

Update Rate
Description
SPN length
(byte.bit)

J1939/71
defined
Offset
Signal

Name
Label
PGN

SPN

Proximity
Detection
This is an enumerated table of data
System Status or
Status 65281
Status/
TBD 1.1 8bits
Command
items that may be sent from PDS to TBD N
OEM
Command

65281 Min
Braking ** 0%‐125% encoded on range 0x0‐
Min Braking Request
TBD 2.1 8bits Min Braking
0xf9
TBD N
Percent
65281 Max
Throttle ** 0%‐125% encoded on range 0x0‐
Max Throttle Request
TBD 3.1 8bits Max Throttle
0xf9
TBD N
Percent
65281 Max
Velocuty ** ‐25m/s‐25m/s encoded on range
Max Velocity Request
TBD 4.1 8bits Max Velocity
0x0‐0xf9
TBD N
Percent
User 65281
User
Configurable TBD TBD 5.1 8bits
Configurable 1
*** TBD N
1
User 65281
User
Configurable TBD TBD 6.1 8bits
Configurable 2
*** TBD N
2
Reserved 65281 TBD TBD 7.1 8bits Reserved TBD N
65281 Incrementing counter of messages
Message Message Message
TBD 8.1 8bits passed between systems to ensure TBD N
Counter Counter Counter
system consistency
TBD N

This message is a direct reflection of PGN 65280, and the OEM should send it back to the PDS to indicate
the success of the previous action message. Note that data fields may be modified to contain status
conditions as per the Special Conditions table. Additionally the OEM may respond with control inputs to
what it is capable of enacting, it would be the responsibility of the PDS to react in an appropriate manner.
Notes
** The resolution and range cannot actually be correct. 0xFA = 250, but the 0xFA cannot be used as it is being
used for the GENERAL FAULT indication.
*** The use of a ‘user configurable field’ is contrary to the very concept of clear, well defined, open
architecture protocol definitions.

18 | EMESRT Vehicle Interaction Working group | ACARP C24034

6.4 OEM‐>PDS Data PGN
Table 8 OEM‐>PDS Data

OEM ‐> PDS Data – NEW PGN 65282

Update Rate
Description
SPN length
(byte.bit)

J1939/71
defined
Offset
Signal

Name
Label
PGN

SPN
Measured
Speed of the vehicle registered
Velocity 65282 TBD 1.1 8bits Velocity of the
by the tachograph.
TBD N
vehicle
Indicates the intended direction
of the vehicle:
01 ‐ Forward
02 ‐ Reverse
03 – Neutral
04 – Park
Movement/ Movement/ 05 – Motion Inhibited
Intended 65282 TBD 2.1 8bits Intended 11 – Forward Gear 1 TBD N
Direction Direction 12 ‐ Forward Gear 2
..
26 ‐ Forward Gear 20
31 – Reverse Gear 1
32 – Reverse Gear 2
..
46 – Reverse Gear 20
The current payload of the
equipment, indication
Payload 00 – Unloaded
Payload 65282 TBD 3.1 2bits
indication
TBD N
01 – Loaded
10 – Reserved
11 – Not Available
The current status of the
traction control system:
Traction
Traction 00 Off
65282 TBD 3.3 2 bits Control
Control indication 01 On
10 Reserved
11 Not Available
The angle between the vehicle
Vehicle Pitch 65282 TBD 4.1 8bits Max Velocity x‐axis and the ground plane. TBD N
‐125 degrees to 125 degrees
The angle between the vehicle
User
Vehicle Roll 65282 TBD 5.1 8bits
Configurable 1
y‐axis and the ground plane. TBD N
‐125 degrees to 125 degrees
User
User
Configurable 65282 TBD 6.1 8bits
Configurable 2
*** TBD N
1
User
Configurable 65282 TBD 7.1 8bits Reserved *** TBD N
2
Incrementing counter of messages
Message Message Message
65282 TBD 8.1 8bits passed between systems to ensure TBD N
Counter Counter Counter
system consistency
TBD N
Notes
** The resolution and range cannot actually be correct. 0xFA = 250, but the 0xFA cannot be used as it is being
used for the GENERAL FAULT indication.
*** The use of a ‘user configurable field’ is contrary to the very concept of clear, well defined, open
architecture protocol definitions.

ACARP C24034 | EMESRT Vehicle Interaction Working group | 19

 PROPOSAL 2
New user range PGN (65282) defined
Nine new SPNs defined

6.5 OEM‐>PDS Data SPN Details

Table 9 OEM‐>PDS Data SPNs
POSITION LENGTH RESOLUTION RANGE UNITS

VELOCITY 1.1 8 0.2m/s ‐25m/s to 25m/s m/s

MOVEMENT/ 2.1 8 N/A Enumeration N/A
INTENDED
DIRECTION
PAYLOAD 3.1 2 N/A Enumeration N/A
TRACTION 3.3 2 N/A Enumeration N/A
CONTROL
VEHICLE PITCH 4.1 8 1 degree ‐125degrees to Degrees
125 degrees
VEHICLE ROLL 5.1 8 1 degree ‐125degrees to Degrees
125 degrees
USER 6.1 8 N/A N/A N/A
CONFIGURABLE
1
USER 7.1 8 N/A N/A N/A
CONFIGURABLE
2
MESSAGE 8.1 8 N/A 0‐255 messages
COUNTER

20 | EMESRT Vehicle Interaction Working group | ACARP C24034

7 Compiled information

Table 10: Compiled PGNs – PDS ‐> OEM

PDS ‐> OEM (Outputs)

Update Rate
Description
SPN length

Origin ***
(byte.bit)

J1939/71
defined?
Offset
Signal

Name
Label
PGN

SPN

Emergency
65282 43 7.3 1 Active Stop Emergency Condition Stop 100 ms N
Stop*
Service Brake
65440 ‐ 1.5 1 Full Service Brake Request 10 ms N
Auto‐Apply
Controlled
N
Stop*
Slow
65282 42 7.2 1 Active Slow Slow Down Signal 100 ms N
Down*
Retarder
Dynamic Retarder Request
65440 ‐ 2.1 8 Application 10 ms N
(0 to 100 %)
Request (%)

Heart
Health 65280 Beat 1? 1.1 32 Hub ID 32 Bit serial number 100 ms N

1? 5.1 16 Unit ID Unique machine ID 100 ms N

0x00 = System startup

0x01 = Waiting for CWS
7.1 8 System Status 0x02 = DownLoad Mode 100 ms N
0x03 = Standby mode
0xFF = System active

N
65440 4.1 1 System Fault Active PDS Fault 10 ms

ACARP C24034 | EMESRT Vehicle Interaction Working group | 21

Table 11: Compiled PGNs – OEM ‐> PDS

OEM ‐> PDS (Inputs)

Update Rate
Description
SPN length

Origin ***
(byte.bit)

J1939/71
defined?
Offset
Signal

Name
Label
PGN

SPN Speed of the vehicle registered by the

Tachograph
Velocity 65132 Tachograph 1624 7.1 16
Vehicle Speed
tachograph. 50 ms Y
(0 to 250.996 km/h)

Speed of the vehicle as calculated from a

Vehicle Navigation‐
device such as a Global Positioning System On
65256 Direction/ 517 3.1 16 Based Vehicle Y
(GPS). request
Speed Speed
(0 to 250.996 km/h)

Electronic Transmission Calculated speed of the transmission output 50 ms

61442 Transmission 191 2.1 16 Output Shaft shaft. (10ms Y
Controller 1 Speed (0 to 8,031,875 rpm) standard)

Local vehicle speed. Tx 0xFFF when data not

65281 N/A ‐ 1.1 16 Truck Speed avail 100 ms N
(0 to 6553.5 km/h)

Wheel Speed Front Axle The average speed of the two front wheels.
65215 904 1.1 16 100 ms Y
Information Speed (0 to 250.996 km/h)

Absolute velocity of the preceding vehicle

Adaptive Cruise Speed of situated within 250 m in the same lane and
65135 1586 1.1 8 100 ms Y
Control forward vehicle moving in the same direction.
(0 to 250 km/h)

Indicates the direction of the vehicle:

00 ‐ Forward
Direction
Direction 65132 Tachograph 1619 4.7 2
Indicator
01 ‐ Reverse 50 ms Y
10 ‐ Error
11 ‐ Not available

Vehicle
Compass Present compass bearing of vehicle. On
65256 Direction/ 165 1.1 16 Y
Bearing (0 to 501.99 deg) request
Speed

The gear that the transmission will attempt

to achieve during the current shift if a shift is
Electronic
Transmission in progress, or the next shift if one is
61445 Transmission 524 1.1 8 100 ms Y
Selected Gear pending (i.e., waiting for torque reduction to
Controller 2
initiate the shift).
(‐125 to 125)

Selector Switch ‐ Forward Position

65282 N/A ‐ 5.1 1 Shifter Forward 100 ms N
Selector Switch ‐ Neutral Position
‐ 5.2 1 Shifter Neutral 100 ms N
Selector Switch ‐ Reverse Position
‐ 5.3 1 Shifter Reverse 100 ms N
Park Brake Parking Brake Status
‐ 5.5 1 100 ms N
Released

The angle between the vehicle x‐axis and the

Slope Sensor
Slope 61459
Information
3318 1.1 16 Pitch Angle ground plane. 10 ms Y
(‐64 to 64.51 deg)

The angle between the vehicle y‐axis and the

3319 3.1 16 Roll Angle ground plane. 10 ms Y
(‐64 to 64.51 deg)

Fore/Aft Slope. Tx 0x7FFF when data not

65281 N/A ‐ 5.1 16 Inclination avail 10 ms N
(‐3,276.8 to 3276.8 deg)

Signal which indicates the actual inner wheel

Steering Electronic Actual Inner
steering angle. See Figure SPN2927_A for
61451 Steering 2927 1.1 16 Wheel Steering 20 ms Y
Angle explanation of positive and negative angles.
Control Angle
(‐125 to 125 deg)

22 | EMESRT Vehicle Interaction Working group | ACARP C24034

 Steering Angle. Tx 0x7FFF when data not
65312 N/A ‐ 3.1 16 Steering Angle avail 50 ms N
(‐900 to 900)

Gross Gross Total weight of the truck and all the trailers
On
Payload 64872 Combined 417 1.1 24 Combined with on‐board scales.
request
Y
Vehicle Weight Weight (0 to 32,899,070 kg)

Current Estimate of Gross Vehicle Weight. Tx

65281 N/A ‐ 3.1 16 GVW 0xFFFF when data not avail 10 ms N
(0 to 6,553.5 mT)

Equipment The current payload of the equipment,

Payload
64996 Performance 2600 1.1 8 reported as a percentage of the equipment's 500 ms Y
Percentage
Data rated payload limit.
(0 to 250 %)
<PGN‐SPN As
<PGN‐SPN don’t match ‐‐ typo>
2400? 8.5 2 don’t match ‐‐ requeste Y
typo> d

This parameter commands the ATC/ASR

driver information signal, for example a dash
Traction Electronic ATC/ASR lamp:
Control Slip 61441 Brake 1793 6.7 2 Information 00 Off 100 ms Y
Controller 1 Signal 01 On
Status 10 Reserved
11 Take no action

Spin/Slide
65282 N/A ‐ 4.1 1 10 ms N
Enabled Spin/Slide Feature Enabled
Spin/Slide
‐ 4.2 1 10 ms N
Status Spin/Slide Actively Working
Electronic
61443 Engine ‐ N/A N/A N/A 50 ms Y
Controller 2 N/A
Electronic
61440 Retarder ‐ N/A N/A N/A 100 ms Y
Controller 1 N/A
Machine 65280 N/A ‐ 2.1 8 Machine Model
Indicates xxx product line
1s N
Type** (0 to 255)
jNmt Alive &
N/A ‐ N/A N/A Machine id (type of engine, variant etc …) 1000 ms N
65283 Machine ID

Machine Accelerator Pedal Application. Tx '0xFF'

Accelerator
65281 N/A ‐ 7.1 8 when data not available 10 ms N
State** Pedal (%)
(0 to 100 %)

Dynamic Retarder Application. Tx '0xFF'

N/A ‐ 8.1 8 when data not available 10 ms N
Retarder (0 to 100 %)
Application (%)

Service Brake Application. Tx '0xFF' when

65282 N/A ‐ 8.1 8 data not available 10 ms N
Service Brake (0 to 100 %)
Application (%)
N/A ‐ 4.3 1 Forward True Actual Wheel Direction Forward 10 ms N
N/A ‐ 4.4 1 Reverse True Actual Wheel Direction Reverse 10 ms N
Retard Mode
N/A ‐ 4.5 1 10 ms N
Active Drive System Retard Mode Active
Propel Mode
N/A ‐ 4.6 1 10 ms N
Active Drive System Propel Mode Active
N/A ‐ 4.7 1 Cruise Control Cruise Control Engaged 10 ms N
Service Brake
N/A ‐ 5.4 1 10 ms N
Set Service Brake Pressure Switch

Rear Wheel Service Brake Lock for

N/A ‐ 5.6 1 10 ms N
Load/Dump
Brake Lock Set
Dump Body
N/A ‐ 5.8 1 10 ms N
Down Dump Body Position Switch
Electronic
61440 Retarder ‐ N/A N/A 100 ms Y
Controller 1 <Whole PGN> <Whole PGN>
OEM Machine Machine Cutter
TBD ‐ N/A 1 200 ms N
Status Status N/A
Machine Tram
‐ 2 200 ms N
N/A Status N/A
Machine Pump
‐ 1 200 ms N
N/A Status N/A
System
‐ 1 200 ms N
N/A Override N/A

Park Brake
Signal which indicates the current state of
Brakes/ (Cruise Actuator
65274/ the actuator(s) that control the parking
Control/ 619/70 N/A 2 Or 200 ms Y
65265 brake (see also SPN 70).
Vehicle Speed Parking Brake
00 ‐ Parking brake actuator inactive
Switch
01 ‐ Parking brake actuator active
10 ‐ Error

ACARP C24034 | EMESRT Vehicle Interaction Working group | 23

 11 ‐ Not available

or

Switch signal which indicates when the

parking brake is set. In general the switch
actuated by the operator's park brake
control, whether a pedal, lever or other
control mechanism. (See also SPN 619)
00 ‐ Parking brake not set
01 ‐ Parking brake set
10 ‐ Error
11 ‐ Not available

Angle of deflection of an articulated transit

vehicle. A right turn is indicated with a
Articulation Articulation
65192 1120 N/A 1 positive angle and a left turn is indicated 200 ms Y
Control Angle
with a negative angle.
(‐125 to 125 deg)

Hydraulic
1762 Hydraulic Hydraulic pressure measured at the output
761448 Pressure N/A 2 200 ms Y
Pressure of the hydraulic pump.
Governor Info
(0 to 128,510 kPa)

*J1939‐71 defines a number of signals for acceleration/velocity/brake manipulation and

status. Further definition of signal propagation and system responsibilities required
**Needs explicit definition
*** Removed proprietary information

24 | EMESRT Vehicle Interaction Working group | ACARP C24034

8 Proposed Hardware

SAE J1939‐19 describes an Off‐Board Diagnostics Connector based on a Deutsch HD‐10‐9‐1939.

Figure 4 Deutsch HD10‐9‐1939 connector

To Be Discussed – is this appropriate or desirable?

ACARP C24034 | EMESRT Vehicle Interaction Working group | 25

9 Unresolved Issues

The following issues are to be resolved by the working group in future iterations of this document. The
resolution of these items should be documented, and the issue in question then removed from this section.

1. Redundant physical wires

One issue in the application of this protocol to the general mining industry will be the
compatibility with both existing equipment as well as new equipment. On older machines
without control systems or CAN bus, consideration should be made for the definition of a
hard wired, lower level implementation of the critical components of this data transfer.
Considerable effort went into this task in previous ACARP project C22012.

2. Heartbeat
Timing discussions should incorporate the use of the bi‐directional transfer of heartbeat, or
system health, using the “Machine State” (OEM‐>PDS) and “Health” (PDS‐>OEM) messages.

3. Decision/accountability
This protocol in its current state is facilitating the transfer of several critical pieces of
information between OEM and PDS. This inherently limits the implementation of the “rules”
layer, or decision system, to reside within the PDS system. Referring again back to C22012,
there was general agreement that this functionality may be implemented by either PDS,
OEM, or indeed a third party, and as such the protocol should define messages between
each of these system components.

26 | EMESRT Vehicle Interaction Working group | ACARP C24034

Figure 5 C22012 system analysis

Figure 6 ACARP C22012 system model

4. Data Logging
The data logging requirements for a system do not belong in the communication protocol,
however this should be addresses as a part of system requirements.

5. Protocol limitation concerns

The use of J1939 at this time provides short term advantages in the form of ease of
implementation, however it is envisaged that there are a number of future scenarios that
will be limited by this protocol:
 Off vehicle communications (v2v, back to base)
 Multiple systems on‐vehicle
 Sites with a mixed fleet (either different vehicles or different PDS)
This is especially problematic in the assumption that only a single PDS system will be on
board any given vehicle. As an example, it was found in the Shovel SLAP project that 3
different technologies with different failure modes were required to raise the system
confidence to the appropriate level. This could also be a conceivable outcome with this
technology, with multi‐vendor solutions required.

ACARP C24034 | EMESRT Vehicle Interaction Working group | 27

 6. Protocol standardisation concerns
It is not clear that the request/reply messaging protocol defined in this document fits with
the basic definition of J1939. Independent advice will be sought on this issue, however there
is a risk that considerable rework will need to be undertaken if this methodology is not
consistent with the architecture.
Also, from the definitions in this document:
 The resolution and range cannot actually be correct. 0xFA = 250, but the 0xFA cannot
be used as it is being used for the GENERAL FAULT indication.
 The use of a ‘user configurable field’ is contrary to the very concept of clear, well
defined, open architecture protocol definitions.

28 | EMESRT Vehicle Interaction Working group | ACARP C24034

10 Roadmap to Extensibility

This protocol document is defining the “Vehicle Interface” in the diagram below – a method of
communicating between the vehicle control system and a proximity detection system. This will be
implemented on a single vehicle, between a single PDS technology and the Vehicle control system.

Figure 7 Suggested EMESRT system architecture

Future work will need to be undertaken by the EMESRT group to define the methodology for the higher levels
of interfaces required. This in no way implies the need for distribution of commercial or sensitive information
from the OEMs or OTMs; it is simply an acknowledgement that there are certain items of information that
can be gathered from various sources that will make the system as a whole more efficient and capable of
operation at a higher level.

Additionally, the 12 data items that have been identified by the EMESRT group as the high‐priority targets
will need to be extended to cover the suite of scenarios that have been identified as high‐risk for the end
users.

ACARP C24034 | EMESRT Vehicle Interaction Working group | 29

11 Conclusions

As of March 2016, there are a number of action items that will be undertaken as part of the EMESRT process:

1) Members to take back this work to the businesses, confirm or suggest changes within 2
weeks
2) Members to submit considerations for a charter paragraph for the group
3) A Webinar in May 2016 to:
a. Endorse the protocol as it exists at that point
b. Finalise the charter developed to reflect the intentions of the group
4) Approach SAE contact to initiate discussions on formalising this protocol
5) Independent review of the functional safety aspects, including
a. Consideration of functions vs residual risk
b. Definition of a method of assessing functional safety at the system level
c. Consideration of the abuse cases, i.e. if the operator touches the brake, does it return
control from the PDS to the operator?
6) EMESRT will attempt to facilitate beyond bench testing with appropriate minesites where
possible
7) An open webinar is scheduled for early April to disseminate progress and directions to the
wider community

This ongoing work will be carried out by a subcommittee of the EMESRT representatives.

The EMESRT workshops to date have culminated in the creation of this document, as agreed by
representatives from mining companies, OEMs, and Proximity Detection System (PDS) vendors,
to establish a common protocol for communications between PDS and OEM devices in the
mining industry. Furthermore, it was resolved that, due to its familiarity and broad industry
acceptance, the preferred basis for the protocol should be the J1939 standards as established
by the Society of Automotive Engineers (SAE).

This report provides an overview of the J1939 protocol in light of the vehicle interaction
requirements defined by EMESRT. The EMESRT workshop also defined a set of fundamental
signals or messages between the PDS and OEM systems that would be required for compliance
with the proposed industry standard: these signals, and the J1939 protocol messages necessary
to implement them, are documented.

Some key issues remain to be addressed as part of the implementation process, that indicate
serious concerns with the long term viability of the chosen platform

30 | EMESRT Vehicle Interaction Working group | ACARP C24034

Appendix A J1939 standards list
http://store.sae.org/j1939/contents/

J1939_201308
Serial Control and Communications Heavy Duty Vehicle Network - Top Level Document
J1939/1_201211
On-Highway Equipment Control and Communication Network
J1939/11_201209
Physical Layer, 250 Kbps, Twisted Shielded Pair
J1939/13_201110
Off-Board Diagnostic Connector
J1939/14_201110
Physical Layer, 500 Kbps
J1939/15_201405
Physical Layer, 250 Kbps, Un-Shielded Twisted Pair (UTP)
J1939/15_201508
Physical Layer, 250 Kbps, Un-Shielded Twisted Pair (UTP)
J1939/16_201510
Automatic Baud Rate Detection Process
J1939/2_201303
Agricultural and Forestry Off-Road Machinery Control and Communication Network
J1939/21_201504
Data Link Layer
J1939/3_200812
On Board Diagnostics Implementation Guide
J1939/3_201511
On Board Diagnostics Implementation Guide
J1939/31_201404
Network Layer
J1939/5_201204
Marine Stern Drive and Inboard Spark-Ignition Engine On-Board Diagnostics Implementation Guide
J1939/71_201506
Vehicle Application Layer
J1939/73_201307
Application Layer - Diagnostics
J1939/73_201508
Application Layer - Diagnostics
J1939/73_201601
Application Layer - Diagnostics
J1939/74_201011
Application - Configurable Messaging
J1939/74_201509
Application - Configurable Messaging
J1939/75_201105
Application Layer - Generator Sets and Industrial
J1939/75_201511
Application Layer - Generator Sets and Industrial
J1939/81_201106
Network Management
J1939/82_201506
Compliance
J1939/84_201502
OBD Communications Compliance Test Cases for Heavy Duty Components and Vehicles
J1939/84_201601
OBD Communications Compliance Test Cases for Heavy Duty Components and Vehicles
J1939DA_201505
J1939 Digital Annex
J1939DA_201508
J1939 Digital Annex
J1939DA_201510
J1939 Digital Annex

ACARP C24034 | EMESRT Vehicle Interaction Working group | 31

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32 | EMESRT Vehicle Interaction Working group | ACARP C24034