The recommended best practices and guidance provided in SAE JA6268 are advisory in nature and are suggested for use in concert with other IVHM recommended practices and the relevant organization’s engineering design practices. There will be situations where good design requires that these guidelines be extended or modified to maximize use of the component, subsystem, system or the vehicle’s inherent (health-ready) design functions and to optimize the benefits of the IVHM system solution.
It is important to note that this document provides recommendations for the integration of both the design-time data and the run-time messages. A supplier may choose to achieve a “Health-Ready” designation for its components through a process that relies primarily on providing additional design-time data, additional run-time messages or a combination of both.
JA6268 seeks to provide uniform requirements, practices, and methods to address the sharing of critical component/subsystem design-time information. This will facilitate real-time platform level communication and the implementation of supplemental IVHM functions. In the past, component suppliers were primarily operating in the diagnosis-only paradigm in which the focus was to facilitate the detection and identification of the root cause(s) once a failure had occurred.
In the new IVHM or prognostics paradigm, the supplier must also facilitate health monitoring and tracking of system degradation severity to prevent a given component from experiencing an unreported degradation to the point where it goes outside its operational performance envelope. Health-ready components are accompanied by descriptive data that produce a coherent picture of the overall health status of the asset and an estimate of the cost/benefit associated with the implementation or enhancement of the component/subsystem health-ready functionality.
A very important selling point of prognostics is that they have a significant impact on perceived reliability from the end-user’s point of view. Consider the fact that if the vehicle health system can reliably predict 90% of a component’s actual field failure incidents, this implies that only 10% of the expected faults would occur without warning. These high coverage rates may be somewhat easier to attain in the automotive space but recent aerospace programs have had the stated goal of reaching as high as 95-99% coverage. Note that from the end-user’s point of view, achieving a 90% prediction rate is analogous to a ten-fold improvement in raw reliability because 90% of the expected field failures would be transformed into simple maintenance events and never actually allowed to become a failure. Of course, 90% coverage may be difficult to achieve in all cases since some failures are not associated with wear-out mechanisms and can be difficult or even impossible to predict—the attainable level is application-specific.
It is nevertheless still extremely important for design engineers to do all that is practical to make a component’s true reliability be as high as possible. But, no matter what level of reliability is achieved through the application of good design practices, the added opportunity for a significant improvement from the customer’s point of view should be carefully considered. Care must also be taken that false alarm rates are not allowed to go up alongside detection rates.
This recommended practice allows for maximum flexibility for the supplier to determine the best way to provide the required IVHM functionality. In some cases, the supplier will implement nearly all the functionality, but only be required to provide structured data to inform the larger IVHM system how to interact with these functions and use their results. In other cases, the supplier may decide that it is better to provide additional design data to allow the integrator or a third party to implement the required functionality.
In either case, or with a combination of them, the recommended practice calls for the supplier to provide their data in a machine-readable format that this document will reference as a “model.” It is important to note that the “model” includes a series of interface definitions, information to interpret results or data provided by the supplier, and possibly, information required to allow a third party to implement the required IVHM functionality.
The SAE’s IVHM Standards Committee has defined a progression of IVHM Capability Levels as shown in Figure 1. These levels offer a harmonized classification system which:
A major transition occurs between levels 2 and 3, where prognostics and predictive analytics are brought to bear. These can significantly enhance the capabilities of the system. These levels as shown in the chart are intended to be generally descriptive and not precise — they hopefully provide a general picture for managers and journalists that captures performance evolution over time along with key distinctions between the levels. They imply no particular order of market introduction. Elements indicate minimum rather than maximum system capabilities for each level. A system may, in fact, have multiple IVHM features which could operate at different capability levels depending upon the feature(s) that are engaged.
Figure – General IVHM capability levels for aerospace and automotive applications
Benefit 1: A Win-Win-Win Strategic Goal
OEMs and suppliers share a common goal of producing the best possible vehicles which ultimately satisfy the needs of the customer. This in turn drives more business to the OEM and to the suppliers in the long term. This common bond creates the basis for a win-win-win situation. First, the OEM achieves a more capable and efficient process to create a higher quality product with built-in IVHM. Second, the supplier has one basic approach whereby it produces the needed information for all its OEM customers. Lastly, the end customer gets a better product that is more reliable, less costly to maintain, and/or better meets their needs.
Benefit 2: Supports Emerging Paradigm Shift from Diagnosis to Prognosis
Throughout the history of the automobile and aerospace industries, OEMs have designed increasingly reliable products built on top of increasingly reliable components and subsystems. The introduction of electronics and computer-based control resulted in the need for more sophisticated diagnostic systems because traditional maintenance approaches were no longer adequate. This happened in part because service technicians could no longer directly observe how various components were performing. For the purpose of JA6268, diagnosis is defined as the process to identify the root cause of a failure once a problem has occurred—specifically, what part or parts require replacement and/or what repair action (e.g., reseating a controller board) is required. The diagnosis paradigm has served these industries well for many decades. However, an argument can be made that the current diagnosis paradigm increasingly suffers from unacceptable rates of No Fault Found (NFF) or No Trouble Found (NTF) incidents. The advent of the prognosis paradigm offers the means to reduce NFF/NTF occurrences since knowing more about the component’s state of health may prevent or reduce unnecessary component replacements.
In today’s world, systems are being designed with ever higher levels of electronics and computer-based control. There is a continuing shift toward electrification of various subsystems, with electronic or electromechanical devices supplanting traditional mechanical solutions. This has created an increased need for health monitoring to mitigate the inherent risks of increased usage of electronics, controls, and software which tend to drive both problem incidents in general and intermittent failures in particular. Similarly, increased usage of certain advanced materials may necessitate new forms of health monitoring. These design innovations in electronics and advanced materials have proven to be a highly effective in meeting the demanding requirements of governmental regulations related to safety, emissions, fuel efficiency, etc. This, in turn, is driving the need for migrating from the diagnosis paradigm to the prognosis paradigm. The goal of prognosis is to track degrading aspects of the overall design to predict deviation. Generally, a prognostic system is defined as capable of computing remaining useful life (RUL), performance life remaining (PLR) or state of health (SOH) with sufficient fidelity and sufficient advance notice to allow a maintenance action well before an operational failure. It is important to note that from the customer or end user point of view, detecting and then correcting problems before they result in loss of function essentially eliminates the impending field failures and replaces them with preventive maintenance actions instead.
Benefit 3: Provides for Better Logical Abstractions of Physical Systems
One critical aspect of more effectively designing and applying health-ready components has to do with the establishment of clear and precise logical abstractions which align well with the represented physical systems. This allows improved design and better communication between the OEM and its suppliers. It becomes the essential underpinning for building good models of these systems and how they behave. In the physical world, there are a multitude of failure modes which lead to performance degradation and ultimately to failure of the given component or subsystem. For example, physical seals can leak and contamination can occur or a fault may be caused by an open circuit or a short circuit. Creating logical abstractions for all these physical systems allows practitioners to understand them, model them and describe their operation. These functional models can incorporate diagnostics as well. In some cases, suppliers provide Failure Mode and Effect Analysis (FMEA) information or possibly a Fault Tree Analysis (FTA). This information correlates symptoms of a failure to the corresponding failure and its root cause, which then facilitates fault isolation and reduced “Could Not Duplicate” (CND) situations. The FTA can provide a method to evaluate the effects (and the probabilities) of failures of the components on the vehicle system as a whole. The FMEA will always be valuable and some of its content will clearly be required for health-ready components. In fact, the FMEA process itself could be enhanced to better meet the needs of IHVM and prognostics by identifying relevant parameters and relationships that could be used to detect the onset of all known failure modes.
Benefit 4: Facilitates Sharing of Semantic (Underlying Meaning) Data from Suppliers
To implement a health-ready component/subsystem into the IVHM system integration strategy, it is important for the supplier to identify and specify the health state data parameters, messages and their meaning (i.e., semantics) which must be provided for the component/subsystem to provide the critical IVHM interfaces. If the supplier does not wish to implement all of the recommended functionality, the supplier may instead choose to provide additional design data to allow the integrator to do so.
Suppliers should provide understandable, machine readable formulae to permit the translation of raw sensor outputs into specific, appropriate engineering units. The machine readable aspect is very important because simple textual descriptions are highly error prone and frequently complicate the use of the information or, worse yet, lead to incorrect conclusions as the data is used.
Benefit 5: Offer Enhanced Methods for Model-Based Engineering
The cost of obtaining equipment-specific IVHM design characteristics could be greatly reduced if the suppliers of the equipment provided more of their design data in a machine readable format. The increasing use of model-based design engineering tools across the industry will facilitate the exchange.
It is worth noting that the presence of these models goes well beyond just defining the interface between the component and the higher level system which is going to access the data. It must also provide insight into what is happening within the component or subsystem. Specifically, it should allow the data to be properly interpreted at the vehicle level. Ideally, these models will become more comprehensive and useful as time progresses. In the interim, a less demanding alternative is to share just the relationships between provided parameters which are deemed important by the designer in terms of detecting degradation. For example, a supplier could identify the critical parameters (along with their normal ranges and the relationships or ratios involving those parameters) that are best used to warn of the onset of specific failure modes.
Are there SAE standards for Health Ready Components & Systems?
Yes. On April 2, 2018, SAE published “JA6268: Design & Run-Time Information Exchange for Health-Ready Components.” This document is designed to help reduce existing barriers to the successful implementation of Integrated Vehicle Health Management (IVHM) technology into the aerospace and automotive sectors by introducing the concept of “health-ready components.”
What is a health-ready component?
Health-ready components are supplier-provided components or subsystems which have been augmented to monitor and report their own health or, alternatively, those where the supplier provides the integrator sufficient information to accurately assess the component’s health via a higher-level system already on the vehicle.
Why is JA6268 important?
The principal motivation behind JA6268 is to facilitate the integration of the IVHM functionality in supplier-provided components to meet the needs and objectives of vehicle OEMs, end users, and government regulators in a cost-effective manner. Underlying this motivation is the assumption that market forces will drive the need to achieve industry-wide application of IVHM technology across the aerospace and automotive sectors, which will in turn drive new health-ready requirements that suppliers must ultimately meet.
What are the objectives of JA6268?
The recommended practices contained in JA6268 have two primary objectives:
(1) to encourage the introduction of a much greater degree of IVHM functionality in future vehicles at a much lower cost
(2) to address legitimate intellectual property concerns by providing recommended IVHM design-time and run-time data specification and information exchange alternatives
Why is industry awareness important?
IVHM technology has the potential to provide significant business benefits in terms of performance, availability, and safety. To date, the level of deployment in aerospace and automotive domains has been limited with respect to higher end functionality such as predictive analytics or prognostics. One of the key barriers is the lack of uniform information sharing methods between OEMs and their suppliers.
Why is now the right time for HRCS?
There is a window of opportunity to move proactively to accelerate IVHM implementations and avoid unnecessary proliferation of different approaches which would be costly and counterproductive. JA6268 is a recommended practice designed to capture this opportunity now. The SAE HM-1 committee established the consortium of OEMs and suppliers, Health Ready Components & Systems, to steer the JA6268 implementation path and positively impact IVHM industry-wide practices.
SAE Industry Technologies Consortia® ("SAE ITC") provides a neutral, legal framework for industry entities to convene and solve key technical challenges on a pre-competitive basis. The Health-Ready Components and Systems ("HRCS") consortium has been organized as an industry Program of SAE ITC to establish best practices and uniform information sharing methods between OEMs and their supplier base. This will facilitate industry-wide application of Integrated Vehicle Health Management ("IVHM) technology to improve asset operational availability, sustainment, and logistical efficiencies.
The purpose of this Charter Agreement ("Charter") is to establish the terms and conditions under which participants ("Members") will meet and function as an industry consortium Program ("Program") of SAE ITC to develop a Health-Ready Components and Systems Program.
This document establishes HRCS as a Program of the SAE ITC and outlines the scope, objectives, vision, and mission of HRCS, as well as the relationship between HRCS and the SAE ITC and its policies, including the Antitrust Guidelines, Confidentiality and Intellectual Property Policy, and the general operation of HRCS. This document refers to and is supported by the following attachments:
Integrated Vehicle Health Management (IVHM) technology has the potential to enable significant benefits for a myriad of assets (aircraft, automotive, trucking, shipping, rail, mining, and other industries) in terms of performance, availability, and safety. However, the level of deployment of IVHM implementations has been limited with respect to high-end functionality such as predictive analytics or prognostics. One of the primary barriers is the lack of uniform information sharing methods between OEMs and their supplier base. This key barrier is addressed by SAE JA6268, Surface Vehicle and Aerospace Recommended Practice: "Design & Run-Time Information Exchange for Health-Ready Components."
Health-ready components are supplier-provided components or subsystems which have been augmented to monitor and report their own health, or alternatively, those where the supplier provides the integrator or OEM sufficient information to accurately assess the component's health via a higher-level system already on the asset.
For aerospace and automotive suppliers, market forces will drive the need to achieve greater industry-wide application of IVHM technology, which will in turn drive new health-ready requirements that suppliers must ultimately meet. Accordingly, the recommended practice contained in SAE JA6268 standard has two primary objectives: (1) to encourage the introduction of a much greater degree of IVHM functionality in the future at a much lower cost, and (2) to address legitimate intellectual property concerns by providing recommended IVHM design-time and run-time data specification and information exchange alternatives.
For the OEMs and fleet operators, a wider deployment of IVHM opens new market opportunities, better ways to serve their customers, and economic benefits derived from business process improvements in areas of asset operational availability, sustainment, and logistics efficiencies.
Related SAE standards committees (e.g., HM-1, OBD-II, E-32, and ARINC Industry Activities, etc.) are already established under the SAE Group to produce IVHM, OBD, OMS, and Aerospace standards. The HRCS will provide an industry neutral forum for these technical committees and others to develop strategies and implementation processes. These will enable the uniform exchange of design and run-time data between suppliers, integrators, and OEMs to promote the development and deployment of Health-Ready components and advance IVHM implementations in aerospace, automotive and other industries.
The HRCS is established as a Program Participant under SAE ITC. It will develop, promote, and deploy a common set of requirements, characterization processes, documents and standards specific to the reliable and secure exchange of design and run-time data between suppliers, integrators and OEMs. This is intended to:
To establish a global HRCS/IVHM community to create best practices and uniform information sharing methods between OEMs and their supplier base. This will facilitate industry-wide application of IVHM technology with HRCS that improve asset operational availability, sustainment, and logistical efficiencies.
HRCS will educate its Members and industry regularly about progress of HRCS and IVHM technologies with a focus on uniform communications and standardized protocols. Training sessions and technology demonstration events (which can also be combined with conference events where applicable) are anticipated.
HRCS will carefully select the providers of membership services, define applicable registration and qualification processes and approvals, and define process for regular review and confirmation based on customer feedback and performance. Contact information of registered and component suppliers will be made available via a database to the members.
Leadership of the HRCS will be provided by the Executive Committee which is elected by the Membership in accordance with the Operating Rules. Administrative policies and procedures of the HRCS will be developed by SAE ITC for review and input from the HRCS voting Membership. SAE ITC will enter into agreements, receive revenues, and periodically report to the voting membership of the resources available for supporting the HRCS.
As an industry managed Program, HRCS is self-funding with the Members responsible for funding the daily operations, initiatives and projects. HRCS will be primarily funded by membership fees. Additional funding is envisioned to be mixed: project fees, event and conference related fees, sponsorship, database listing fees and other. A fund will exist to support:
Membership and voting shall be in accordance with the Operating Rules of the HRCS. Upon approval, a Membership fees invoice will be issued to new organization members.
Administration and operation of HRCS shall be in accordance with established SAE ITC Policies and Procedures including Antitrust Guidelines, policies and procedures, and HRCS Operating Rules. Other procedures, not inconsistent with SAE ITC and HRCS policies and procedures, will be added and revised on an ongoing basis by the Executive Committee and HRCS voting membership.
Any notice required or permitted to be given under this Charter shall be given in writing and shall be hand delivered, sent by electronic mail or facsimile, sent by certified or registered mail or sent by overnight courier service to the Member at such address or email address as the Member may have specified in writing to SAE ITC and the Program.
Notices shall be deemed effective (i) if delivered personally, upon receipt, (ii) if delivered by certified or registered mail, three business days after deposit with the post office, (iii) if delivered by overnight courier, one business day after deposit with a recognized private carrier; and (iv) if delivered by electronic mail or facsimile transmission, the business day such electronic mail message or facsimile transmission is sent during normal business hours of the recipient, then on the next business day.
All Notices to be submitted to HRCS shall be delivered to:
Mr. Peter H. Grau
HRCS Program Manager
400 Commonwealth Drive
Warrendale, PA 15096
Each Member agrees to abide by the antitrust laws of the United States and the Antitrust Guidelines of SAE ITC in its dealings with and as a Member of HRCS. Details are outlined in the Antitrust Guidelines.
Each Member is required to sign the HRCS Member Agreement prior to joining HRCS, which holds Members to the appropriate dissemination of information obtained or accessed in connection with HRCS.
All information provided by the parties to this Charter will be considered confidential information for the sole purpose of developing the deliverables identified above for use by HRCS and its Members. It may not be distributed to any third party or used for any other purpose without written permission of the parties.
Any intellectual property, such as copyrighted works or data, provided by the parties to the Charter will remain the property of the respective Member organization. However, the parties acknowledge and agree that the copyrights in and to any new or modified copyrightable material developed as part of the activities contemplated by this Charter and, in the future, by HRCS itself, will be exclusively owned by SAE ITC. All Members of HRCS agree to license, under Fair, Reasonable, and Non-Discriminatory terms, any standards-essential patents or other intellectual property rights that are commercially necessary to practice under the standards or specifications created by HRCS.
Any revision of or amendments to this Charter shall be in writing and signed by all parties hereto and the Consortium's Executive Director.
Upon violation of the terms or condition of this Charter or of SAE ITC's policies or procedures, SAE ITC shall have the right to terminate this Charter upon thirty (30) days written notice to the HRCS Members and failure of the Members or the Executive Committee to remedy the noted violation.
Upon termination, except for failure to comply with the antitrust or intellectual property policies of SAE ITC or Member's failure to pay any outstanding account receivable, SAE ITC shall complete any Program support in progress at the time of termination and shall be compensated for the same in accordance with this Charter.
The termination of this Charter shall not relieve the HRCS Members, including current or future Members, from obligations the Members may have to SAE ITC for fees or charges for Program support or otherwise. Further, the Intellectual Property provisions of this Charter will survive the termination thereof.
The HRCS Members may terminate this Charter upon sixty (60) days' written notice to SAE ITC with 100% agreement of the Membership. In addition, any HRCS Member may terminate its participation in this Agreement and withdraw from the consortium at any time upon sixty (60) days' written notice to the SAE ITC HRCS Program Manager and the Executive Committee Members.
Upon dissolution of HRCS, any and all remaining assets thereof remaining after the payment of obligations of the HRCS shall be transferred or assigned to SAE ITC.
SAE ITC shall maintain reasonable coverages of insurance for itself and HRCS Activities. The Leadership Committee will apprise the SAE ITC staff of HRCS activities in a timely manner to ensure that adequate insurance coverages are in place. A Certificate of Coverage may be furnished to the Leadership Committee upon request.
This Charter is governed by and shall be construed in accordance with the laws of the State of Pennsylvania, exclusive of its conflicts of laws principles. This Charter does not create any agency, partnership, joint venture, employment, or franchise relationship. No party has the right to create any obligation on behalf of the other. All parties hereby agree and acknowledge that the relationship hereunder is non-exclusive.
If any provision in this Charter is found to be invalid, unlawful or unenforceable to any extent, the parties shall endeavor in good faith to amend this Charter to preserve its intention. If the parties fail to agree on such an amendment, such invalid provision will be enforced to the maximum extent permitted by law or, if not enforceable, will be severed from the remaining terms, conditions and provisions, which will remain in full force and effect.
The provisions of this Charter and all appendixes, addenda, exhibits and schedules hereto, including all documents incorporated herein by reference, constitute the entire agreement among the parties and supersede all prior agreements and understandings relating to the subject matter thereof. Subject to the foregoing, this Charter shall be binding upon and inure to the benefit of the parties hereto, and their respective successors and assigns.
A new SAE International standard, “JA6268: Design & Run-Time Information Exchange for Health-Ready Components, helps reduce existing barriers to the successful implementation of Integrated Vehicle Health Management (IVHM) technology into the aerospace and automotive sectors by introducing “health-ready components.”
Health-ready components are supplier provided components or subsystems which have been augmented to monitor and report their own health or, alternatively, those where the supplier provides the integrator sufficient information to accurately assess the component’s health via a higher-level system already on the vehicle.
The SAE’s IVHM Standards Committee has defined a progression of IVHM capability levels for aerospace and automotive applications.
JA6268 facilitates integration of the IVHM functionality in supplier-provided components to meet the needs and objectives of vehicle OEMs, end users, and government regulators in a cost-effective manner. Underlying this motivation is the assumption that market forces will drive the need to achieve industry wide application of IVHM technology across the aerospace and automotive sectors, which will in turn drive new health-ready requirements that suppliers must ultimately meet.
“Vehicle Health Management (VHM), or Prognostics and Health Management (PHM), is just beginning to see wide spread deployment in the aerospace and automotive industries,” said Steve Holland, Chief Technologist, Vehicle Health Management at General Motors. Steve is a member of the SAE IVHM Standards Committee (aka HM1) and Chair of the JA6268 Document Committee.
“These industries are highly dependent on their suppliers,” The SAE’s IVHM Standards Committee has defined a progression of IVHM capability levels for aerospace Holland continued. “Failure to proactively engage suppliers will slow the process of delivering on the significant potential of VHM and raise costs. This standard can help avoid proliferation of different approaches which could be costly and counterproductive. SAE JA6268 is a Recommended Practice designed to address this opportunity now.”
Accordingly, the Recommended Practice contained in JA6268 has two primary objectives:
SAE Industry Technologies Consortia (ITC), a trade association affiliated with SAE International, is developing a registry of health-ready components that would evolve over time to include a system to validate or verify compliance with the new JA6268 recommended practice. SAE ITC is seeking Charter Members to engage in pilot programs with their component(s) as free inaugural catalogued entries in the registry. If interested, please contact SAE ITC at firstname.lastname@example.org.
For more information about “JA6268: Design & Run-Time Information Exchange for Health-Ready Components,” visit sae.org/standards/content/ja6268_201804/.
SAE International has 700 standards development technical committees and 17,000 technical professional volunteers from countries around the world. They serve every aspect of industry from vehicle design and integration to build, manufacture, operate, and maintain; and they address critical issues on everything from fuel to weather conditions, materials to electronics, engine power to energy mandates.
Steve Holland, a member of the SAE IVHM Standards Committee (aka HM1) and Chair of the JA6268 development effort, has been with General Motors for more than 48 years, starting as a co-op student and now serving as Research Fellow and Chief Technologist for Vehicle Health Management in GM Global R&D. In addition to being a ??-year SAE Member, he is a Fellow of IEEE and serves on the Board of Directors of the Prognostics & Health Management Society, with which SAE collaborates. He has been an active member of SAE HM-1 since 2012 and serves on the SAE IVHM Steering Committee. He chairs the JA6268 Document Committee.
Steve Holland with his 2019 Chevrolet Corvette.
“In recent years while I was working on Vehicle Health Management at GM Global R&D, I came across the SAE IVHM Standards Committee, which is part of the SAE Aerospace Standards unit,” he told Update. “Since there was no automotive equivalent, I began attending those meetings and proposed a new SAE Recommended Practice to the aerospace members. It was designed from the beginning to support both aero and auto. That, of course, led to JA6268. Richard Greaves, Past President of SAE International, encouraged me to collaborate with the SAE Aerospace and deliver JA6268 for everyone’s benefit.” Steve’s first SAE presentation was paper 1979-02-01, a coauthoring effort which won an Arch T. Colwell Merit Award in 1979.
Dozens if not hundreds, of SAE members and volunteers participated in and/or helped organize the April 10-12 SAE International WCX World Congress Experience in Detroit, which attracted about 10,000 members and nonmembers alike.
Attendees from about 50 nations were treated to almost 1,500 technical papers and presentations, and nearly 200 exhibit booths—not to mention unending opportunities to network.
“WCX is designed to bring together the brightest minds while sharing the latest next generation technology,” Jim Forlenza, Group Director, SAE Events, said. “We again accomplished that goal and look forward to
building on this momentum for the future.”
One of the highlights was a WCX-opening keynote speech by Bob Lutz, the famed former Vice Chairman of General Motors. Here was the take on his speech by Bill Visnic, Editorial Director, Automotive Engineering:
|Driving will become a thing of the past within a couple decades, predicted Bob Lutz.|
SAE Member Sue Bai addresses a WCX technical
session that she co-organized.
Speaking to a crowd of hundreds of engineers at SAE International’s WCX 2018 in Detroit, long-serving auto-industry executive and revered “car guy” Bob Lutz cut to the chase: humans who enjoy driving and car companies that rely on the concept of branding have another 20-25 years, then “It’s all over” as utilitarian, soulless automated vehicles handle nearly all conventional transportation needs.
June 17-19, 2019
IEEE International Conference on PHM
The IEEE Reliability Society matches world-class expertise in academic, engineering, and management disciplines to facilitate exchanges of ideas and practices. Networking is fostered and encouraged. This conference will cover a broad range of research and application topics within the full scope of PHM development.
June 25-27, 2019
Electronic Flight Bag Users Forum (EFBUF)
This conference is a coordinating activity among airlines, cargo carriers, and other aircraft operators intended to facilitate EFB development. Aircraft manufacturers, regulators, EFB suppliers, and others are encouraged to participate in the Forum to advance EFB capabilities.
September 17-19, 2019
SAE HM-1 Committee
The SAE International HM-1 Integrated Vehicle Health Management Committee will meet in Paris, France. This meeting will be hosted by SAP in their Experience Business Center. Details to be announced.
September 21-26, 2019
This 11th Annual Conference of the Prognostics and Health Management (PHM) Society will bring together the global community of PHM experts from industry, academia, and government in diverse application areas including energy, aerospace, transportation, automotive, human health, smart manufacturing, and industrial automation.
October 15-17, 2019
Advanced Automotive Diagnostic Systems
This event’s primary intent focus is on the transition from Internal Combustion Engines (ICEs) to Electric Vehicles (EVs) and Hybrid Electric Vehicles (HEVs). Monitoring the health of vehicles for enhanced vehicle performance and reducing down-time will be reviewed.
October 29-31, 2019
Innovations In Mobility (IIM)
Innovations in Mobility offers a revolutionary technical experience in the areas of Smart Manufacturing, Next Gen Materials, Advanced Propulsion, Smart Mobility and Infrastructure, Automated and Unmanned Mobility, and more under one singular event.
Presented by Steve Holland of General Motors at the SAE WCX in April 2019. This presentation outlines the SAE JA6268 Specification and related standards. The newly forming SAE-ITC HRCS Consortium is described, along with its three-stage database of Health-Ready Components and Systems. Consortium membership, benefits and privileges, and fee structure are also reviewed.
View: Health-Ready Components Going Mainstream PDF
Presented by Luis Hernandez of Global Strategic Solutions at the SAE 2018 Aerospace standards Summit in October, 2018. This presentation begins by defining an unmaintainable system, self-adaptive health management systems, and inherent self-protection mechanisms. Current and future autonomous systems are outlined, along with the health-ready components required to enable this technology. The path to self-adaptive health management is illustrated vis-à-vis the six levels of IVHM capability.
View: Maintaining Unmaintainable Systems PDF
Presented by Steve Holland of General Motors in various venues. This presentation outlines the scope and goals of SAE JA6268. It explains the benefits of health-ready components and the importance of industry awareness. Levels of vehicle health capability, design and run-time parameters, and systems integration are reviewed.
View: JA6268 Certification of a Health-Ready Component PDF
Presented by Jean-Francois Saint-Etienne of Airbus at the AEEC General Session in April 2018. This presentation outlines the Airbus FOMAX-Skywise offering extended use of aircraft data, and touches on aircraft connectivity and domain structure. Examples of digital services are provided which reduce fuel consumption and assist with predictive maintenance.
View: Aircraft Connectivity and Digital Services PDF
Presented by Brian Tucker of Bell at the AEEC General Session in April 2018. This presentation differentiates between Health Monitoring vs. Health Management. It outlines the SAE JA6268 Surface Vehicle/Aerospace Recommended Practice and summarizes Bell’s MissionLink implementation and architecture. A big data application example is provided, along with lessons learned.
View: Integrated Vehicle Health Management Benefits and Challenges by Bell PDF
Presented by Dr. Leon Gommans of AirFranceKLM at the AEEC General Session in April 2018. This presentation recognizes data as an economic asset which can be traded. It reviews risk management and differences between monopolism and open market development, contrasting the oil and data economies. The concept of digital twins is introduced to estimate maintenance credits, and a digital data marketplace architecture is proposed.
View: KLM Exploring Digital Marketplaces PDF
SAE Industry Technologies Consortia (SAE ITC®) is an 501(c)(6) affiliate of SAE International®, and its membership is comprised of public and private organizations collaborating in a neutral forum to drive innovative solutions to key industry challenges.