1、_SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising theref
2、rom, is the sole responsibility of the user.”SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions.Copyright 2016 SAE InternationalAll rights reserved. No part of this publi
3、cation may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE.TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada)Tel: +1 724-776-4970 (out
4、side USA)Fax: 724-776-0790Email: CustomerServicesae.orgSAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedback on this Technical Report, please visitHTTP:/STANDARDS.SAE.ORG/J1939/71_201610SURFACE VEHICLERECOMMENDED PRACTICEJ1939-71 OCT2016Issued 1994-08Revised 2016-10Superseding
5、 J1939-71 JUN2015Vehicle Application LayerRATIONALEClarifications have been made to the Table 1 Title and to sections 5.1.2 and 5.1.8.FOREWARDThe SAE J1939 communications network is defined using a collection of individual SAE J1939 documents based upon the layers of the Open System Interconnect (OS
6、I) model for computer communications architecture. The SAE J1939-71 document defines the majority of the OSI Application layer data parameters (SPNs) and messages (PGNs) that are relevant to most SAE J1939 applications. This document also defines the conventions and notations for data encoding and p
7、arameter placement in PGN data fields.The SAE J1939 communications network is a high speed ISO 11898-1 CAN based communications network that supports real-time closed loop control functions, simple information exchanges, and diagnostic data exchanges between Electronic Control Units (ECUs) physicall
8、y distributed throughout the vehicle.The SAE J1939 communications network is developed for use in heavy-duty environments and suitable for horizontally integrated vehicle industries. The SAE J1939 communications network is applicable for light-duty, medium-duty, and heavy-duty vehicles used on-road
9、or off-road, and for appropriate stationary applications which use vehicle derived components (e.g., generator sets). Vehicles of interest include, but are not limited to, on-highway and off-highway trucks and their trailers, construction equipment, and agricultural equipment and implements. The phy
10、sical layer aspects of SAE J1939 reflect its design goal for use in heavy-duty environments. Horizontally integrated vehicles involve the integration of different combinations of loose package components, such as engines and transmissions that are sourced from many different component suppliers. The
11、 SAE J1939 common communication architecture strives to offer an open interconnect system that allows the ECUs associated with different component manufacturers to communicate with each other.1. SCOPEThe SAE J1939 communications network is developed for use in heavy-duty environments and suitable fo
12、r horizontally integrated vehicle industries. The SAE J1939 communications network is applicable for light-duty, medium-duty, and heavy-duty vehicles used on-road or off-road, and for appropriate stationary applications which use vehicle derived components (e.g., generator sets). Vehicles of interes
13、t include, but are not limited to, on-highway and off-highway trucks and their trailers, construction equipment, and agricultural equipment and implements. SAE INTERNATIONAL J1939-71 OCT2016 Page 2 of 30SAE J1939-71 Vehicle Application Layer is the SAE J1939 reference document for the conventions an
14、d 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 exchange between the ECU applications conne
15、cted 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.There are several SAE J1939-7X doc
16、uments that collectively define all of the SAE J1939 application layer data parameters and messages. Diagnostic services and some industry specific data parameters and messages are documented within other SAE J1939-7X application layer documents. An ECU may simultaneously use and support data parame
17、ters and messages from multiple SAE J1939-7X application layer documents.2. REFERENCES2.1 Applicable DocumentsGeneral information regarding this series of recommended practices is found in SAE J1939. Unless otherwise specified, the latest issue of SAE publications shall apply.2.1.1 SAE PublicationsA
18、vailable from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or +1 724-776-4970 (outside USA), www.sae.org.SAE J824 Engine Rotation and Cylinder NumberingSAE J1349 Engine Power Test Code - Spark Ignition and Compression Ignition - Net
19、Power RatingSAE J1843 Accelerator Pedal Position Sensor for Use with Electronic Controls in Medium- and Heavy-Duty Vehicle Applications - Truck and BusSAE J1922 Powertrain Control Interface for Electronic Controls Used in Medium- and Heavy-Duty Diesel On-Highway Vehicle ApplicationsSAE J1939DA J1939
20、 Digital AnnexSAE J1939 Serial Control and Communications Heavy Duty Vehicle Network - Top Level DocumentSAE J1939-21 Data Link LayerSAE J1939-73 Application Layer - DiagnosticsSAE J2012 Diagnostic Trouble Code DefinitionsSAE J2403 Medium/Heavy-Duty E/E Systems Diagnosis NomenclatureSAE J2403DA Digi
21、tal Annex of Medium/Heavy-Duty E/E Systems Diagnosis Nomenclature2.1.2 ISO PublicationsAvailable from American National Standards Institute, 25 West 43rd Street, New York, NY 10036-8002, Tel: 212-642-4900, www.ansi.org.ISO 2575 Road Vehicles Symbols for Controls, Indicators and Tell-TalesSAE INTERNA
22、TIONAL J1939-71 OCT2016 Page 3 of 302.1.3 Other PublicationsPatent EP000001386774B1, “Control Apparatus for Brakes of a Commercial Vehicle”, Held by Knorr-Bremse Systeme, Germany, Date 8/1/2003, included with permission from the patent holderAdvanced Driver Assistance Systems Interface Specification
23、s (ADASIS), 3. DEFINITIONSSee SAE J1939 for terms and definitions that are not defined in this document.4. ABBREVIATIONSACC Adaptive Cruise Control or Autonomous Cruise ControlAEBS Advanced Emergency Braking SystemATA American Trucking AssociationATC Automatic Traction ControlCTI Central Tire Inflat
24、ionDPF Diesel Particulate FilterEBS Electronic Braking System or Electronically-controlled Braking SystemECBS Electronically-controlled Braking SystemEGR Exhaust Gas RecirculationFMS Fleet Management SystemHMI Human Machine InterfaceKp Engine endspeed governor gainNOx Nitrogen OxideO2 OxygenPLC Powe
25、r Line CarrierROP Roll Over PreventionSCR Selective Catalytic ReductionVDC Vehicle Dynamic (Stability) ControlVGT Variable Geometry TurbochargerVMRS Vehicle Maintenance Reporting SystemSee SAE J1939 for additional abbreviations that may be used in this document.5. TECHNICAL REQUIREMENTSThe Applicati
26、on Layer provides a means for application processes to access the OSI environment. This layer contains management functions and generally useful mechanisms to support applications.5.1 General Guidelines5.1.1 Signal CharacterizationIt is the intent of the SAE J1939 network to provide current data and
27、 signals from a source so that it may be used by other nodes. It is recommended that the time between physical data acquisition of a signal and the transmission of the data should not exceed two times the repetition rate defined for the data. Additional constraints may be defined for certain paramet
28、ers (see also 5.1.7.2).SAE INTERNATIONAL J1939-71 OCT2016 Page 4 of 305.1.2 Message FormatThe message format of SAE J1939 uses the parameter group number as the label for a group of parameters. Each of the parameters within the group can be expressed in ASCII, as scaled data defined by the ranges de
29、scribed in 5.1.4, or as function states consisting of two or more bits. Alphanumeric data will be transmitted with the most significant byte first. Most significant byte first for ASCII or alphanumeric data means the individual characters are positioned in the data field in left-to-right reading ord
30、er of the ASCII string. The left most character of the ASCII string shall be positioned closest to the PGN in the CAN header and transmitted first, and the right most character of the ASCII string shall be positioned farthest from the PGN in the CAN header and transmitted last. For example, if the A
31、SCII string is “The quick brown fox jumped over the lazy dog“, then the ASCII character T shall be positioned so it is transmitted first and the ASCII character g shall be positioned so it is transmitted last.Unless otherwise specified, alphanumeric characters will conform to the ISO Latin 1 ASCII c
32、haracter set as shown in section 5.1.3.Parameters consisting of 2 or more data bytes shall be transmitted least significant byte first. Further description of bit placement within a message is described in section 5.4.3.The type of data shall also be identified for each parameter. Data may be either
33、 status or measured. Status specifies the present state of a multi-state parameter or function as a result of action taken by the transmitting node. This action is the result of a calculation which uses local and/or network “measured” and/or “status” information. Note that specific confirmation of t
34、his action is not necessarily assured. For instance, the status may indicate that a solenoid has been activated, yet no measurement may have been taken to ensure the solenoid accomplished its function. Examples of status-type data are: engine brakes are enabled, PTO speed control is active, cruise c
35、ontrol is active, the cruise control is in the “set” state of operation (as opposed to a measured indication that the “set” switch contacts are closed), fault codes, torque/speed control override modes, desired speed/speed limit, engine torque mode, engines desired operating speed, engines operating
36、 speed asymmetry adjustment, etc.Measured data conveys the current value of a parameter as measured or observed by the transmitting node to determine the condition of the defined parameter. Examples of measured-type data are: boost pressure, ignition on/off, cruise set switch activated, maximum crui
37、se speed, cruise set speed, engine speed, percent load at current speed, etc.A device shall not receive SPN data from the network segment and retransmit that same SPN data using the same SPN back onto the same network segment.5.1.3 ISO Latin 1 Character SetThere are 191 graphic characters of the ISO
38、 8859-1 Latin 1 Character set show below. Unless otherwise specified, onlythese 191 character values are permitted for ASCII parameters. The terminology ASCII characters and printable ASCII characters are used in J1939 to refer to this set of 191 graphic character values.The remaining 65 characters
39、values (0 through 31 and 127 through 159) are control functions. According to ISO 8859-1, these character values are defined in ISO 6429. The terminology ASCII control characters and non-printable ASCII characters are used in J1939 to refer to this set of 65 character values. As specified in ISO 642
40、9, the character value 0 (zero) is the NULL character.Horizontal boldface characters are the single hexidecimal digit representing the lower nibble of the single byte code for thecharacter. Vertical boldface characters are the single hexidecimal digit representing the upper nibble of the single byte
41、 code for the character.SAE INTERNATIONAL J1939-71 OCT2016 Page 5 of 300 1 2 3 4 5 6 7 8 9 A B C D E F0 - should not be displayed -1 - should not be displayed -2 space ! “ # $ % ?4 A B C D E F G H I J K L M N O5 P Q R S T U V W X Y Z _6 a b c d e f g h i j k l m n o7 p q r s t u v w x y z | nil8 - s
42、hould not be displayed -9 - should not be displayed -A nil | - B C D E F 5.1.4 Parameter RangesTable 1 defines the ranges used to determine the validity of a transmitted signal. Table 2 defines the ranges used to denotethe state of a discrete parameter and Table 3 defines the ranges used to denote t
43、he state of a control mode command. The values in the range “error indicator” provide a means for a module to immediately indicate that valid parametric data is not currently available due to some type of error in the sensor, sub-system, or module.The values in the range “not available” provide a me
44、ans for a module to transmit a message which contains a parameter that is not available or not supported in that module. The values in the range “not requested” provide a means for a device to transmit a command message and identify those parameters where no response is expected from the receiving d
45、evice.If a component failure prevents the transmission of valid data for a parameter, the error indicator as described in Tables 1 and 2 should be used in place of that parameters data. However, if the measured or calculated data has yielded a value that is valid yet exceeds the defined parameter ra
46、nge, the error indicator should not be used. The data should be transmitted using the appropriate minimum or maximum parameter value.5.1.5 Assignment of Ranges to New ParametersThis section is intended to define a set of recommended SLOTs (Scaling, Limit, Offset, and Transfer Function) which can be
47、used when parameters are added to J1939. This permits data consistency to be maintained as much as possible between parameters of a given type (temperature, pressure, speed, etc.). Each SLOT is intended to provide a range and resolution suitable for most parameters within a given type. When necessar
48、y, a different scaling factor or offset can be used. All SLOTs should be based on a power of 2 scaling from another SLOT. This will minimize the math required for any internal scaling and reduce the opportunity for misinterpreted values. Offsets should be selected preferably on the following basis:a. Offset = 0, orb. Offset = 50% (equa
