Browse Topic: Standardization
ABSTRACT The Vehicular Integration for C4ISR/EW Interoperability (VICTORY) Systems Integration Lab (SIL) is established and developed at the U.S. Army Tank-Automotive Research, Development, and Engineering Command (TARDEC). The VICTORY SIL will be utilized for the development and integration of the extensive set of C4ISR/EW technologies that are to be systematically down selected to provide the comprehensive VICTORY services & infrastructure required in the development of mission capabilities of the Army’s tactical and combat vehicles. A fully functioning VICTORY SIL will be utilized for validation and independent verification of the Army’s and the vendor provided C4ISR/EW sub-systems. The lab will emphasize the importance of testing the data, power & physical interface strategy of the sub-systems in a low-cost laboratory environment before integration onto a vehicle. This paper describes how the VICTORY SIL will advance the RDECOM’s vision for a standardized electronic architecture
ABSTRACT Unmanned ground vehicles (UGVs) are being fielded with increasing frequency for military applications. However, there is a lack of agreed upon standards, definitions, performance metrics, and evaluation procedures for UGVs. UGV design, development, and deployability have suffered from the lack of accepted standards and metrics. Developing these standards is exceptionally difficult, because any performance metric must not only be evaluated through controlled experiments, but the metric itself must also be checked for relevance. Several committees and workgroups have taken up the challenge of providing standardized performance metrics, and an overview of the current state of performance evaluation for UGVs is presented. The ability to evaluate a potential metric through simulations would greatly enable these work efforts. To that end, an overview of the Virtual Autonomous Navigation Environment (VANE) computational test bed (CTB) and its potential use in the rapid development of
ABSTRACT Standard specifications give programs the flexibility of developing large systems from smaller pieces that can communicate between one another in a standard fashion. This benefit is lost, however, if there is no way to verify that vendors successfully adhere to the standard in question. The Vehicular Integration for Command, Control, Communications, and Computers (C4), Intelligence Surveillance and Reconnaissance (ISR) Electronic Warfare (EW) Interoperability (VICTORY) standards aim to create interoperability across various C4ISR/EW and platform systems installed on military ground vehicles while reducing size, weight, and power (SWaP) and enabling additional capabilities. The VICTORY Compliance Test Suite (CTS) provides a method to test hardware and software according to the standard specifications to ensure interoperability between VICTORY compliant components
ABSTRACT This paper proposes that within the Land domain, there is not only a need to define an approach to open architectures, but also to mandate their use, in order to provide an agile framework for our fighting forces going forward. The paper sets out to explain such an approach; that taken by UK MOD and industry to produce the Generic Vehicle Architecture (GVA) defense standard. It will discuss how the GVA standard was formed, how it is currently being used and how it contributes to the wider MOD initiative for Open Systems Architecture for the Land domain. Finally the paper considers how the UK GVA relates to the US Victory standard and how interoperability may be achieved
ABSTRACT A data-centric capability focused on meeting the strategic need for the rapid configuration of interoperability among and between different end-points such as applications, military vehicle onboard systems, modules and sensors represents a glaring capability gap facing the Army. This agile network layer is required for the standardization and interpretation of data into actionable intelligence. A capability that is essential for the Army to successfully facilitate complex “systems-of-systems” (SoS) engineering requirements for process improvement, superior products, and reduced cost
ABSTRACT This paper offers a technical strategy to use Future Airborne Capability Environment™ (FACE Data Modeling and Transport Services Segment (TSS) mechanisms to address interoperability concerns between multiple open standards. It discusses features of the FACE Technical Standard that facilitate interoperability including data modeling constructs to address various common digital schema technologies, TSS capability approaches to allow flexible interoperability, and open standards that can be addressed with the approach. Citation: M. Snyder, C. Allport “Using FACETM Technical Standard Features to Address Interoperability Between Ground Vehicle Domain Open Standards,” In Proceedings of the Ground Vehicle Systems Engineering and Technology Symposium (GVSETS), NDIA, Novi, MI, Aug. 16-18, 2023
ABSTRACT The Advanced Explosive Ordnance Disposal Robotic System (AEODRS) is a Navy-sponsored acquisition program developing a new generation of open, modular EOD Robotic Systems. This paper describes a common architecture for a family of EOD Robotic Systems including the rationale, development, and decomposition into common physical, electrical, and logical interfaces. The paper further describes the role of an open standard for the interchange of information within unmanned ground vehicle systems. The Joint Architecture for Unmanned Systems (JAUS) has enabled the development of the architecture's standards-based interfaces, both at the extra-vehicle controller-interface level, and for the interface and integration of vehicle payloads and subsystems. Finally, the paper explores the contribution of the architecture's common topology, protocols, services and infrastructure to the development of common controllers, payloads and subsystems. Additionally, the effects of the achieved
ABSTRACT The Vehicular Integration for Command, Control, Communication, Computers, Intelligence, Surveillance and Reconnaissance / Electronic Warfare (C4ISR/EW) Interoperability (VICTORY) standards is an open architecture that defines how software and hardware are shared as common resources among services that make up a platform’s capabilities such as Ethernet switches and routers, end nodes, processing units, as well as functionality such as position and navigation systems, radios, health monitoring, and automotive. The VICTORY standard enables reducing the total Size, Weight, and Power (SWaP), and Costs (SWaP-C) on a platform. As part of the Information Assurance (IA) capabilities of the VICTORY standard, the VICTORY Access Control Framework (VACF) provides protection to these shared resources in the form of an Attribute-Based Access Control (ABAC) system. The VACF is composed of five VICTORY component types: Authentication, Attribute Store, Policy Store, Policy Decision, and Policy
ABSTRACT This paper reviews the UK Defence Standard 23-009 for Generic Vehicle Architecture (GVA), describes how the standard is being applied to the UK vehicle procurement programme, and the benefits expected from adopting the approach and standard. The expansion of the use of GVA to other countries will be discussed including the adoption of the fundamental approach by NATO/ 5 eyes countries
ABSTRACT In this paper, I will describe what AUTOSAR is, and the benefits it can provide in the development of ECUs. AUTOSAR provides an industry standard framework for the development of modular software architectures, including multi-core, cyber-secure, safety critical applications in the automotive/ground vehicle systems
ABSTRACT The Vehicular Integration for C4ISR/EW Interoperability (VICTORY) and Future Airborne Capability Environment (FACE) Standards are two open standards that support Modular Open System Approaches (MOSA) to U.S. Department of Defense (DoD) weapon system development and acquisition. Both standards share similar high-level goals (e.g. interoperability, lower integration costs, and open competition). Due to differences in the business goals and application environments, the technical objectives were significantly different. The airborne avionics business and application space led the FACE™1 approach to define standards to make software portable and independent of the existing safety-critical and real-time system architectures in various airborne platforms. The FACE Technical Standard defines software application program interfaces and architectures for a flexible, operating environment to host platform independent software components. The ground vehicle environment led VICTORY to
Pulsed field ablation (PFA) is a nonthermal method of tissue ablation technology that uses high amplitude pulsed electrical fields (PEF) to create irreversible electroporation (IRE) in tissues. Unlike traditional thermal ablation technologies, PFA does not rely on heating to damage and destroy tissue. Instead, PFA creates nanopores in cell membranes due to transient, high-voltage exposure that disrupts cell wall integrity, which leads to cell death.1
This standard applies to all products and services produced for Aeronautics and Space enterprises and regulatory environments, including those produced by component facilities and technical and service support centers. If applied, this standard must be cited in the CM requirements of Enterprise Planning, Facilities Programs, Projects, and Supplier agreements. This standard applies throughout all phases of the program and project life cycle. CM is about the truth, trust, and traceability of products, data used to produce products, and processes throughout their life cycle and should be applied across the Enterprise at the process and product level. The significant data to which CM is applied includes scientific and engineering data; data that drives mission success; data that ensures IT security; and data used to make technical, programmatic, and business decisions. Proper application of CM is essential for product integrity and overall effectiveness. Acquirers complying with the
SAE updates gasoline fuel-injection standards, additions expected Gasoline Fuel Injection Standards Committee (GFISC) updates three standards and plans to publish two more. The Gasoline Fuel Injection Standards Committee (GFISC) plays a pivotal role in developing and maintaining SAE's Standards, Recommended Practices (RP) and Information Reports (IR) for the mechanical and electrical components of gasoline fuel-injection systems. Since a prior update was published in May 2019, the committee has made significant progress to ensure the relevancy and accuracy of these standards, with three updated standards published since 2021 and the expected publication of two more in 2024
This SAE document defines a recommended practice for implementing circuit identification for electrical power and signal distribution systems of the Class 8 trucks and tractors. This document provides a description of a supplemental circuit identifier that shall be utilized in conjunction with the original equipment manufacturer’s primary circuit identification as used in wire harnesses but does not include electrical or electronic devices which have pigtails. The supplemental circuit identifier is cross-referenced to a specified subsystem of the power and signal distribution system identified in Section 5
This SAE Recommended Practice establishes the antilock brake system (ABS) sensor interface and envelope dimensions for standardizing the location of the ABS rings mounted on or integral to the inboard end of spoke wheels, hubs, rotors, and hub-rotor assemblies on the following axle designations as defined in SAE J1842. a FF b FL c FC d FH e L f R g U h W j N k P
SAE International announced in late June, 2023, that it intended to standardize the Tesla-developed North American Charging Standard (NACS) EV charging connector for North America. SAE then created the J3400 NACS Task Force to expedite creation of the J3400 NACS Electric Vehicle Coupler standard. Grayson Brulte, host of SAE's Tomorrow Today podcast, subsequently interviewed Christian Thiele, Director, Global Ground Vehicle Standards, SAE International, and Dr. Rodney McGee, Ph.D., P.E. Chairman, SAE J3400 NACS Task Force and Chief Engineer at the University of Delaware, regarding the work of the J3400 Task Force and other aspects of standardization as electrification technology proliferates throughout the light- and heavy-duty vehicle sectors. This Q&A is an abbreviated portion of that interview and the podcast can be heard in its entirety at: https://www.sae.org/podcasts/tomorrow-today/episodes/sae-to-standardize-teslanacs-connector
Since the standardization of Ethernet in the 1980s, progressive performance advances and economies of scale have made this the leading digital networking technology for commercial, consumer, and industrial applications. Although Ethernet in the factory has now been widely adopted, it lagged behind commercial implementations due to difficulties installing the media in harsh industrial environments, and in the early years, a lack of determinism required for critical applications
It was impossible to miss in late May what surely will be one of the year's highest-profile electrification stories. Ford, quickly followed by GM and many others, announced they will adopt the Tesla-developed “North American Charging Standard” (NACS) EV charging connector (see pg. 4). The shift ostensibly displaces the SAE International-developed Standard J1772 “Combined Charging System” (CCS) connector that has been the predominant connector standard for just about every EV that isn't a Tesla. Although most who've handled both connectors wouldn't argue the NACS connector and its thinner cable generally is more user-friendly, the more impactful aspect of the connector transition “deal” was that much of Tesla's vaunted Supercharger public DC fast-charging network - some 12,000 chargers at 2000 sites in North America - will be available to non-Tesla EVs starting next year. This was the Holy Grail for Ford, GM and others anxious to reassure current and future EV purchase “intenders
SAE International announced that it will standardize the Tesla-developed North American Charging Standard (NACS) charging connector for EVs. The global engineering organization that engages nearly 200,000 engineers, technical experts and volunteers said in a press release that it will work to help with deployment of the NACS connector, an alternative to the longstanding SAE J1772 Combined Charging System (CCS) connector, after Ford, General Motors and a number of EV public-charging equipment suppliers recently indicated they intend to adopt the NACS connector design. “Standardizing the NACS connector will provide certainty, expanded choice, reliability and convenience to manufacturers and suppliers and, most of all, increase access to charging for consumers,” explained Frank Menchaca, president of Sustainable Mobility Solutions, an innovation arm of SAE's parent company, Fullsight. The organization in a statement credited the U.S.'s Joint Office of Energy and Transportation for
Micromobility is often discussed in the context of minimizing traffic congestion and transportation pollution by encouraging people to travel shorter (i.e., typically urban) distances using bicycle or scooters instead of single-occupancy vehicles. It is also frequently championed as a solution to the “first-mile/last-mile” problem. If the demographics and intended users of micromobility vary largely by community, surely that means we must identify different reasons for using micromobility. Micromobility, User Input, and Standardization considers potential options for standardization in engineering and public policy, how real people are using micromobility, and the relevant barriers that come with that usage. It examines the history of existing technologies, compares various traffic laws, and highlights barriers to micromobility standardization—particularly in low-income communities of color. Lastly, it considers how engineers and legislators can use this information to effectively
This Aerospace Standard covers all automatic pressure altitude code generating equipment manufactured under this standard and complying with the requirements specified herein up to the maximum range of pressure altitude as indicated on the equipment nameplate. In those cases where the code generating equipment forms part of an aircraft system, such as a pressure altimeter, an air data computer or an ATC Transponder, this standard applies only to the code generating equipment as defined in paragraph 1.2
ISO/SAE 21434 [1] Final International Standard was released September 2021 to great fanfare and is the most prominent standard in Automotive Cybersecurity. As members of the Joint Working Group (JWG) the authors spent 5 years developing the 84 pages of precise wording acceptable to hundreds of contributors. At the same time the auto industry had been undergoing a metamorphosis probably unmatched in its hundred-year history. A centerpiece of the metamorphosis is the adoption of the Agile development method to meet market demands for time-to-market and flexibility of design. Unfortunately, a strategic decision was made by the JWG to focus ISO/SAE 21434 on the V-Model method. Agile does not break ISO/SAE 21434. Agile is a framework that can be adapted to suit any process. In the end the goals are the same regardless of development method; security by design must be achieved. This paper will outline the work products of ISO/SAE 21434 and discuss how the work products required by the
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