Use of Event Data Recorder (EDR) Technology for Highway Crash Data Analysis (2005)

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6 2. Existing and Potential EDR Data Elements The objective of this section is to present existing and potential EDR data elements which could support vehicle and roadside safety research and design. 2.1 Approach The approach of the analysis was to construct a catalog of EDR data elements by evaluating the current and expected future capabilities of EDR technology. Only data elements that were judged to be both technically and economically feasible were included in the catalog. Our assessment was based upon: a) Production EDR Systems. Examination of data elements currently being recorded in production vehicle EDR systems such as those EDRs in General Motors (GM) and Ford passenger vehicles. b) Aftermarket EDR Systems. Determination of data elements stored in aftermarket EDR systems, e.g. the Siemens-VDO system, the Safety Intelligence Systems device, the Drive Cam system, and the Independent Witness device. c) Availability of Data in Other Electronic Control Units. The feasibility of accessing data in Electronic Control Units, other than the EDR, was explored. Other Electronic Control Units, whose non-volatile memory can be downloaded, include the engine fuel management (EFI) module, antilock braking (ABS) module, automatic traction control (ATC) module, and cruise control (CC) module. d) Automated Crash Notification Systems. Data elements that are not currently being collected by EDR systems but could be collected or transmitted by Automated Crash Notification systems were identified. e) Government Regulatory Requirements. NHTSA has issued a Notice of Proposed Rulemaking (NPRM) on Event Data Recorders. The proposed rule defines a comprehensive list of potential EDR data elements and a minimum subset of data elements to be recorded in all EDRs. f) Standards Groups. Several industry and professional societies are developing or have developed EDR-related standards. The data elements, specified or under consideration by these groups, were explored as sources of potential EDR data elements. In December 2003, the Society of Automotive Engineers issued SAE J1698, a recommended practice for a Vehicle Event Data Interface (VEDI), which applies to passenger cars and light trucks. In September 2004, the IEEE Standards Association (IEEE-SA) approved the IEEE 1616 standard, Motor Event Data Recorders (MVEDR) which applies to all types of highway vehicles

7 including passenger cars, light trucks, heavy trucks, and buses. ISO is developing a standard for crash pulse recorders. The Technology and Maintenance Council of the American Trucking Associations has developed a recommended practice for Event Data Recorders for heavy trucks. g) Data elements for which EDR collection is technically feasible. Determination of data elements stored in research EDR Systems, e.g. the Folksam Crash Pulse Recorder, the Rowan University Crash Data Recorder system, and the Volvo research EDR. Research EDR systems may include sensors, e.g. driver video cameras or cell phone monitors, which are not currently on production vehicles, but may be included in future vehicle models. 2.2 Automaker EDR Data Elements Automakers are installing Event Data Recorders in growing numbers of passenger cars, vans and light-duty trucks. Current EDRs provide an ideal baseline for developing a list of existing and potential EDR data elements. Because the automakers have installed millions of these devices, we may presume that the data elements stored in current EDRs are both technically and economically feasible. Both GM and Ford have publicly released their EDR formats. Most automakers however view this information as proprietary. For the discussion which follows, determination of EDR contents has been based upon examination of the literature, EDR data retrieved from real-world accidents, and interviews with EDR experts in the automotive industry. In many cases, industry EDR experts have agreed to discuss their corporate EDR design only with the understanding that their company will not be identified. 2.2.1 General Motors GM EDRs have the capability to store a description of both the crash and the pre-crash phase of a traffic collision [Correia et al, 2001]. The GM EDR is referred to as the Sensing and Diagnostic Module (SDM). Crash event parameters include longitudinal change in velocity vs. time during the impact, airbag trigger times, and seat belt status. Later versions of the GM EDR also store precrash data including a record of vehicle speed, engine throttle position, engine revolutions per minute, and brake status for five seconds preceding the impact. Since their introduction in the early 1990’s, GM has continuously improved their EDR design. This has been both a boon and a challenge to researchers who seek to compare the crash performance of vehicles equipped with different generations of the GM EDR. Pre-Crash Data As shown in Figure 2-1, newer versions of the GM EDR can store up to five seconds of pre-crash data. Data elements include vehicle speed, engine throttle position, engine

8 revolutions per minute, and brake status versus time for the five seconds preceding the time the airbag control module believes that a crash has begun, sometimes referred to as the time of algorithm enable. These data elements provide a record of the actions taken by the driver just prior to the crash. Figure 2-1. Example of GM EDR pre-crash information

9 -40 -35 -30 -25 -20 -15 -10 -5 0 0 50 100 150 200 250 300 350 Time from Impact (milliseconds) Lo ng itu di na l V el oc ity (m ph ) Maximum Velocity Change (37.52 mph) Final Recorded Velocity Change (32.91 mph) Figure 2-2. GM EDR record of Longitudinal Velocity vs. Time Data Elements Recorded during the Crash Arguably, the most valuable data element stored in the GM EDR is the longitudinal change in velocity versus time history of the vehicle during the crash. Change in velocity is sometimes referred to as delta-V. In GM EDRs, the longitudinal delta-V is recorded every ten milliseconds for up to 300 milliseconds in older EDR designs and up to 150 milliseconds in newer EDR designs. Lateral delta-V is not recorded. Figure 2-2 shows the longitudinal delta-V vs. time recorded by an EDR in a 1999 GM Pontiac Grand Am involved in a frontal collision with another vehicle. Storing Multiple Crash Events Many crashes are composed of several impact events. GM EDRs can store up to two (2) events associated with a crash. GM EDRs can store three different types of events: a non-deployment event, a deployment event, and a deployment-level event. A non- deployment event is defined as a crash of too low a severity to warrant deploying the airbag. A deployment event is an impact in which the airbag was deployed. A deployment-level event is an impact of sufficient severity that the airbag would have been deployed if a previous event had not already deployed the airbag. Tabulation of GM Data Elements Table 2-1 lists the data elements stored by GM Event Data Recorders. The parameters have been grouped into five categories: (1) General parameters which include airbag diagnostic information, (2) Restraint Performance during the crash, (3) Pre-Crash

10 Information, (4) Crash Pulse Parameters, and (5) Event Counters. Note that not all GM EDRs have all of these parameters. The design of GM EDRs has evolved through several generations as GM has added new features to the device. For example, pre-crash information was first stored in some model year 1999 cars and light trucks. More recent additions include the “Event completely recorded” flag, and the “≥ 1 Events not recorded” field. These data elements were added in response to concerns that some events may be only partially recorded, or missed in multi-event collisions.

11 Table 2-1. GM EDR Data Elements Parameter Type Parameter Data Type Values General Prior Deployment? Coded Yes / No Airbag Warning Lamp Status Coded On / Off Ignition Cycles @ Event Integer Ignition Cycles @ Investigation Integer Brake Switch State @ Algorithm Enable Coded Applied / Not Applied Brake Switch State Validity Status Coded Valid / Invalid Restraints Seat Belt Status, Driver Coded Buckled / Unbuckled Frontal Airbag Suppressed, Passenger Coded Yes / No Frontal Airbag, Driver, Time from Algorithm Enable to 1st Stage Deployment (ms) Floating Point Frontal Airbag, Driver, Time from Algorithm Enable to 2nd Stage Deployment (ms) Floating Point Frontal Airbag, Passenger, Time from Algorithm Enable to 1st Stage Deployment (ms) Floating Point Frontal Airbag, Passenger, Time from Algorithm Enable to 2nd Stage Deployment (ms) Floating Point Event Counters Time between Non-deployment and Deployment event (sec) Floating Point Frontal Airbag Deployment Level Event Counter Integer Event Recording Complete Coded Yes / No Multiple Events Coded Yes / No >= 1 Events not recorded Coded Yes / No Time between Non-deployment and Deployment-Level event (sec) Floating Point Pre-Crash Data Vehicle speed vs. time Integer Array Engine Throttle (%) vs. time Integer Array Engine speed (rpm) vs. time Integer Array Brake Status vs. time Coded Array On/Off Crash Pulse Longitudinal Delta-V vs. time (mph) Floating Point Array Max Longitudinal Delta-V (mph) Floating Point Time of Algorithm Enable To Max Delta-V (ms) Floating Point

12 2.2.2 Ford Motor Company The Ford EDR is called the Restraint Control Module (RCM). The emphasis of the Ford EDR is on monitoring the performance of occupant restraint systems including multi- stage frontal airbag deployment, pretensioners, and side impact airbags. As shown in Table 2-2, Ford EDRs provide extensive restraint performance. Table 2-2. Ford EDR Data Elements Parameter Type Parameter Data Type Data Values General Data Validity Check Coded Valid / Invalid EDR Model Version Integer Diagnostic Codes Active When Event Occurred Integer Restraints Side Airbag, Driver, Time from Safing Sensor Decision to Deployment [ms] Integer Side Airbag, Passenger, Time from Safing Sensor Decision to Deployment [ms] Integer Seat Belt Buckled, Driver Coded Yes / No Seat Belt Buckled, Passenger Coded Yes / No Seat Track in Forward Pos, Driver Coded Yes / No Occupant Classification, Passenger Coded Adult / Child Algorithm Runtime [ms] Integer Number of Invalid Recording Times Integer Pretensioner, Driver, Time from Algorithm Wakeup to Deployment [ms] Integer Frontal Airbag, Driver, Time from Algorithm Wakeup to 1st Stage Deployment [ms] Integer Frontal Airbag, Driver, Time from Algorithm Wakeup to 2nd Stage Deployment [ms] Integer Pretensioner, Passenger, Time from Algorithm Wakeup to Deployment [ms] Integer Frontal Airbag, Pass., Time from Algorithm Wakeup to 1st Stage Deployment [ms] Integer Frontal Airbag, Pass., Time from Algorithm Wakeup to 2nd Stage Deployment [ms] Integer Pre-Crash Longitudinal acceleration Floating Point Array Acceleration time stamp Floating Point Array Crash Pulse Longitudinal acceleration Floating Point Array Lateral acceleration Floating Point Array Acceleration time stamp Floating Point Array Two versions of the Ford RCM can be downloaded by the Vetronix CDR system. As shown in Figure 2-3 and Figure 2-4, the RCM in Ford Taurus and Mercury Sable cars equipped with side airbags can store both a longitudinal and a lateral crash pulse. The

13 crash pulse is stored as acceleration versus time at one sample every 2 milliseconds. Up to 40 acceleration measurements along each axis can be stored for a total duration of 78 milliseconds. A second version of the Ford RCM stores only a longitudinal crash pulse, but is able to record up to 142 acceleration points. Vehicles with this RCM design include the Ford Windstar, the Ford Crown Victoria, the Mercury Grand Marquis, and the Lincoln Towncar. Data measured before algorithm wakeup is recorded every millisecond. Data measured after algorithm wakeup is recorded every 0.8 milliseconds. The RCM can reallocate the 142 acceleration points between the precrash and crash phases based on the crash pulse. For example, in one NASS/CDS case analyzed by the research team, the RCM recorded 68 milliseconds of pre-crash data, but only recorded 58.4 milliseconds of crash data. In another NASS/CDS case, the RCM recorded only 21 milliseconds of pre- crash data, but captured 96 milliseconds of crash data. Theoretically, 142 acceleration points would allow a crash pulse of up 112.8 milliseconds in duration to be recorded. Both RCM designs feature considerably finer resolution than the GM storage rate of one sample every ten milliseconds. However, because a faster sampling rate consumes more of the airbag module’s limited memory, the Ford EDR does not record for as long as the GM EDR. As the typical crash duration is well over 100 milliseconds, these Ford EDRs may not, in fact, be capable of storing the entire event. Ford EDRs can only store a single event. Figure 2-3. Ford Longitudinal Crash Pulse – acceleration and velocity vs. time Acceleration Velocity

14 Figure 2-4. Ford Lateral Crash Pulse – acceleration and velocity vs. time Electronic Throttle Control Data Elements In addition to the data stored in the RCM, additional data elements are stored in the Power Control Module (PCM) in some late model Ford vehicle models with Electronic Throttle Control (ETC) [Ballard, 2004]. In vehicles with ETC, the accelerator pedal is not directly linked to the throttle by a cable. Instead, the accelerator pedal has sensors which provide driver inputs to the Powertrain Control Module (PCM) which controls the throttle. ETC is available on the 2004 Ford Explorer, Ford F-150, Ford Thunderbird, and Lincoln LS. As shown in Table 2-3, the PCM with ETC stores pre-crash information. The ETC data is recorded in non-volatile memory in the event of an airbag deployment. The system will record a minimum of 20 seconds before and 5 seconds after the airbag deployment. Measurements are recorded once every 200 milliseconds [Ruth, 2004]. Currently, there is no publicly available system available to read the Power Control Module. Acceleration Velocity

15 Table 2-3. Data Elements in Ford Power Control Modules with Electronic Throttle Control Data Element Description Vehicle Speed Accelerator Pedal (%) Brake Pedal (%) Brake Switch Status Throttle Position (%) Engine Speed (RPM) Transmission Status 2.2.3 Other Automakers With the exception of Ford and GM, the automakers contacted by the research team would only discuss their EDRs with the understanding that any information provided was confidential. Compared with the Ford and GM EDRs, the EDRs of many, but not all, other automakers, provide only limited information pertaining to a crash. In fact, most automakers were uncomfortable with the term EDR, and preferred the designation “airbag control module with memory”. Typical of the parameters stored by these more limited EDRs or airbag control modules were airbag diagnostic codes and driver seat belt status. Several automakers told us that they were evaluating or developing more advanced EDRs. When, and if, installed in production vehicles, these more advanced devices will likely be introduced at the same time as the advanced occupant protection systems required under the recent modification to Federal Motor Vehicle Safety Standard (FMVSS) 208 requiring Advanced Airbags. 2.2.4 Estimated Number of EDRs in Production Vehicles In 2004, an estimated 40 million registered passenger vehicles and light trucks manufactured by GM and Ford contained an EDR. This estimate is based on the following assumptions: a) annual sales of 4.5 million GM light vehicles and of 3.5 million Ford light vehicles, b) EDRs installed in all GM vehicles manufactured from 1996-2004 and 90% of Ford vehicles manufactured from 2001-2004, and c) an annual scrappage rate of 7% per year. Our estimate is a lower bound on the EDR population in the U.S. NHTSA (2004) estimates that 65 to 90 percent of all model year 2004 passenger cars and light trucks have some recording capability and that more than half record parameters such as crash pulse.

16 2.2.5 List of Existing Data Elements Recorded by OEMs in Production Vehicles Table 2-4 is a compilation of all the publicly disclosed data elements stored in a production passenger vehicle. As discussed in the previous sections, only General Motors and Ford have publicly released their production vehicle EDR formats. This does not however diminish the significance of this table. The goal of this analysis was to determine the current state of the art in production EDRs – not to develop an exhaustive automaker-by-automaker list of EDR data elements. As the majority of the remaining automakers currently provide only a subset of the data stored by GM or Ford, Table 2-4 provides a realistic snapshot of the current state of the art in OEM EDRs. Table 2-4. Data Elements Currently Recorded by OEMs Parameter Type Data Element / Description GM FordNotes Crash Pulse Longitudinal acceleration (crash) x Lateral acceleration (crash) x Acceleration time stamp x Longitudinal Delta-V vs. time x Lateral Delta-V vs. time x Time To Max Delta-V x 1 Max Delta-V x Pre-Crash Longitudinal acceleration (pre-crash) x Lateral acceleration (pre-crash) x Accelerator Pedal (%) x Brake Pedal Status (on / off) x x Brake Pedal (%) x Engine Speed (rpm) x x Engine Throttle (%) x x Transmission (PRNDL) x Vehicle speed x x Restraints Pretensioner, Driver, Time to Deployment (ms) x 1 Pretensioner, Pass, Time to Deployment (ms) x 1 Frontal Airbag, Driver, Time to 1st Stage Deployment (ms) x x 1 Frontal Airbag, Driver, Time to 2nd Stage Deployment (ms) x x 1 Frontal Airbag, Passenger, Time to 1st Stage Deployment (ms) x x 1 Frontal Airbag, Passenger, Time to 2nd Stage Deployment (ms) x x 1 Seat Belt Status, Driver (buckled / unbuckled) x x Seat Belt Status, Passenger (buckled / unbuckled) x Frontal Air Bag Suppression Switch, Passenger x Seat Track in Forward Position, Driver x Occupant Classification, Passenger (Adult, non-adult) x Side Airbag, Driver, Time to Deployment (ms) x 1

17 Parameter Type Data Element / Description GM FordNotes Side Airbag, Passenger, Time to Deployment (ms) x 1 Event Event Recording Complete x x 2 Event Counter x 3 Time between Events x 1, 4 General Frontal Airbag Warning Lamp Status x Diagnostic Codes Active When Event Occurred x EDR Model Version x Prior Deployment Flag x Ignition Cycles @ Event x Ignition Cycles @ Investigation x Note: 1. The definition of time zero varies from OEM to OEM and may include time of algorithm enable, time of algorithm wakeup, or time of safing sensor decision. 2. The “Event Recording Complete” data element encompasses all OEM data elements which monitor EDR recording status including the GM “Event Recording Complete” field and the Ford “Number of Invalid Recording Times” and “Data Validity Check” fields. 3. The “Event Counter” data element encompasses all OEM EDR data elements which count the number of non-deployment, deployment, or deployment-level events. This would include “>= 1 Events not recorded”, “Frontal Deployment Level Event Counter”, and the “Multiple Events” fields. 4. The “Time between Events” data element encompasses the GM fields “Time between non-deployment and deployment events” and Time between deployment and deployment-level events” As summarized in Table 2-5, the recording or memory capacity of each EDR design varies considerably from OEM to OEM. Crash pulse duration ranges from a maximum of 150 milliseconds for GM to a low of 78 milliseconds for some Ford vehicle models. The GM SDM records up to 5 seconds before impact but does not record post-crash information. The Ford PCM records a minimum of 20 seconds of pre-crash and 5 seconds of post-crash data. The GM EDR, unlike the Ford EDR, is able to store more than a single event.

18 Table 2-5. Recording Capacity of OEM EDRs Recording Capacity GM Ford Crash Pulse Duration (milliseconds) 150 78 Pre-Crash Duration (seconds) 5 20 Post-Crash Duration (seconds) - 5 Number of Events - maximum 2 1 2.3 Diagnostic Parameters Accessible from the OBD-II Port Service diagnostic information available through the On Board Diagnostics II (OBD-II) ports of vehicles provides a source of potential EDR data elements. The OBD-II connector has been EPA-mandated equipment on all U.S. passenger cars and light trucks manufactured since model year 1996. Specifications for the OBD-II connector are standardized under SAE J1962 [SAE, 2002]. On the majority of vehicles, the OBD-II connector can be found under the driver instrument panel. Although the original intent of the OBD-II connector was to allow access to engine and emissions diagnostic data, the OBD-II connector is increasingly used as an access point to the other on-vehicle computers including the EDR or airbag control module. As shown in Figure 2-5, the OBD II port provides diagnostic access to many of the vehicle onboard computers and the sensors monitored by these computers. Examples include the engine fuel management (EFI) module, antilock braking (ABS) module, automatic traction control (ATC) module, and cruise control (CC) module. If a sensor was being monitored by some onboard computer, we assumed that the data parameter was either currently being recorded or could potentially be recorded in an EDR at some point in the future.

19 Anti- Locking Brake Module Engine Fuel Management Module Automated Traction Module Event Data Recorder Cruise Control Module OBD-II Diagnostic Connector Vehicle Data Bus Figure 2-5. OBD-II connector provides access to onboard vehicle computers Although a comprehensive list of the diagnostic parameters for each vehicle model is not publicly available, we theorized that we could infer which parameters were accessible by plugging a service diagnostic scan tool into a vehicle of interest. To test the feasibility of the OBD-II parameters as a source of potential data elements, the research team used a MD2009B Basic Determinator Scan Tool by Matco Tools to examine a 1997 Chevy Silverado 1500 pickup truck. A tabulation of the elements for this vehicle is provided in Table 2-6. Table 2-6. Example of Data Elements Available from the OBD-II Connector 1997 Chevy Silverado 1500 Ex Cab 2WD 6' bed 5.7 L V8 Data Element Element Definition Information obtained from OBD-II Acc Pedal Position % Of Wide Open Throttle Yes (0-100%) PRNDL Transmission gear selection position Yes - can be derived from trans info RPM Revolutions per Minute (RPM) Yes Speed Given in mph or km/hr Yes (mph) Airbag Lamp Status Readiness Indicator on / off Yes (on/off) Airbag Status System Suppression Status on / off Yes (on/off) CC Cruise Control on / off Yes (on/off) TS Turn signal status left / right, on / off Yes (on/off) HAZ Hazard Lamp Status on / off Yes (on/off) Drivers Seat Belt Drivers Seat Belt Status buckled / unbuckled

20 2.4 Heavy Truck EDR Data Elements The Technology and Maintenance Council (TMC) of the American Trucking Associations has proposed a recommended practice for Event Data Recorders in commercial trucks. RP 1214 (T) “Guidelines for Event Data Collection, Storage and Retrieval” describes a recommended set of data elements, presented in Table 2-7, which would be useful in reconstructing a heavy truck accident. Table 2-7. Proposed Commercial Truck EDR Data Parameters Data Parameter Description Brake – engine Engaged / Disengaged Brake pedal switch On / Off Cruise Control On, Off, speed set (mph) Engine speed Revolutions per minute Engine throttle status % applied Odometer Reading Miles Time-Date Day, Month, Year Vehicle Speed Miles per hour Under the proposed recommended practice, these parameters are to be sampled at a minimum rate of once per second beginning when the engine is started. All information is to be stored in non-volatile memory for a minimum of 30 seconds before an event and 15 seconds after an event is triggered. This implies that each of these parameters would actually be stored as an array of data elements versus time. Event recording is triggered when truck deceleration is rapid. The deceleration trigger threshold is not specified by the standard, but is stated to fall between 0 and 10 mph/second. The guidelines specify that a minimum of two events shall be recorded. Unlike the EDR formats used in cars and light trucks, the heavy truck EDR format does not include either crash pulse or occupant restraint parameters. In fact, RP 1214 recommends that the heavy truck parameters should be stored in an engine control unit (ECU) in contrast to the automaker approach of storing EDR data in the airbag control module. Although not specified under RP 1214, crash pulse and occupant restraint performance may be available by downloading the airbag control module on those trucks having this occupant protection feature. Retrieval of the data collected under RP 1214 (T) will follow the protocols established under TMC RP 1212 “PC to User Interface Recommendations for Electronic Engines” and the proposed TMC RP 1213(T) “Component User Interface Guidelines”. The proposed practice specifies that the data should be password-protected, and retrievable or reset only by the vehicle owner.

21 2.5 EDR Standards Groups 2.5.1 The Need for an EDR Standard Current EDR designs were developed independently by each automaker to meet their own vehicle-specific needs. In current EDRs, there is no common format for EDR data. Both the data elements and the definition of these data elements vary from EDR to EDR. Both GM and Ford, for example, record vehicle impact response vs. time – i.e., a crash pulse. GM however stores the crash response as a velocity-time history recorded every 10 milliseconds while Ford stores the crash response as an acceleration-time history recorded every 0.8 millisecond, e.g. stored in the Ford Windstar RCM. Even for a given automaker, there may not be standardized format. The GM SDM, for example, has evolved through several generations. This lack of standardization has been an impediment to national-level studies of vehicle and roadside crash safety. 2.5.2 Status of Standards Activities Until recently, there has been no industry-standard or recommended practice governing EDR format, method of retrieval, or procedure for archival. There are currently three professional organizations actively developing standards for highway vehicle event data recorders – (1) the IEEE P1616 Standards Working Group on Motor Vehicle Event Data Recorders, (2) the Society of Automotive Engineers (SAE) J1698 Standards Working Group on Vehicle Event Data Interfaces, and (3) the ISO/TC22/SC12/WG7 group on Traffic Accident Analysis Methodology. The status of each of the standards groups are summarized below: • IEEE 1616. In September 2004, the IEEE Standards Association (IEEE-SA) approved the IEEE 1616 standard, Motor Event Data Recorders (MVEDR). The IEEE 1616 standard defines a minimum standard for onboard crash recorders for all types of highway vehicles including passenger cars, light trucks, heavy trucks, and buses. The IEEE P1616 working group began meeting in January 2002, and concentrated on the standardization of both candidate EDR data elements and the EDR output connector. The resulting 1616 standard includes a data dictionary of 86 data elements. The standard does not specify a minimum set of data elements, but instead provides a standardized definition for individual data elements. The IEEE 1616 group is following up this effort with development of a new standard, IEEE P1616a, “Standard for Motor Vehicle Event Data Recorders (MVEDRs) – Amendment 1: Brake and Electronic Control Unit (ECU) electronic Fault Code Data Elements. • SAE J1698. In December 2003, the Society of Automotive Engineers (SAE) issued SAE J1698-1, a recommended practice for a Vehicle Event Data Interface (VEDI). SAE established the J1698 working group in early 2003 to develop a Vehicle Event

22 Data Interface (VEDI) recommended practice. The objective of the VEDI was to develop common data formats and definitions for data elements which could be stored in an Event Data Recorder. The J1698 recommended practice applies only to passenger cars and light trucks. The VEDI committee has very active participation from the automakers which suggests strong industry support for this standard. • ISO/TC22/SC12/WG7. The objective of the ISO group, which has been meeting for several years, is to standardize the measurement of impact severity. This group is composed primarily of European participants with observers from other regions including North America. The ISO group has concentrated primarily on the development of standards for crash pulse. 2.5.3 SAE J1698 Data Elements Table 2-8 presents a list of SAE J1698 elements (SAE, 2003). It should be noted that at the time this report was written, the J1698 committee was working on an extension to the original standard. The list of data elements is therefore subject to change. Automakers are not required to implement any of these elements. However, automakers choosing to store any of the proposed elements would use J1698 as a recommended format for storing these elements. No minimum data subset of these parameters is mandated by this recommended practice. The J1698 effort builds on the successful installation of EDRs in current production vehicles. A comparison of Table 2-8 with the data elements from both the GM and Ford EDRs shows the strong influence of these two EDR designs upon the VEDI. Of particular interest to this project, however, are the set of proposed data elements which are not currently in EDRs, e.g., yaw rate. The strong automotive industry participation in this standard indicates that the industry considers these elements to be technically feasible for incorporation into future EDRs. The parameters are categorized according to their sampling frequency. Three sampling frequencies have been proposed: High, Low, and Static. Parameters collected with a high sampling frequency are those data elements, e.g. crash pulse, associated with the crash event. Parameters collected with a low sampling frequency are those data elements, e.g. throttle position, collected during the pre-crash phase of an event. Static parameters, e.g. VIN or door lock status, are parameters which are not expected to change during the event. Note that parameters denoted as either High or Low Sampling Rate are actually stored as an array of data elements versus time. Table 2-8. SAE J1698 Data Elements (Excerpted with permission from SAE J1698 © 2003 SAE International) Sampling Rate Parameter High Change in Velocity (delta-V) – Longitudinal Change in Velocity (delta-V) – Lateral Acceleration (G) – Longitudinal

23 Acceleration (G) – Lateral Acceleration Time Stamp Low Vehicle Traveling Speed Engine Revolutions (RPM) Throttle Position – Engine Throttle Position Throttle Position –Throttle Pedal Position Steering Angle Driver Controls – Brake Pedal Driver Controls – Turn Signal Engine Torque Ratio Yaw Rate Status – Gear Position Status – Anti-lock brake Status – Traction Control Status – Stability Control System Static Vehicle Identification Number Seating Position Seatbelt Buckle Switch Status Foremost Seat Track Position Switch Status SRS Deployment Status SRS Deployment Time Maximum Recorded Delta-V Time to Maximum Recorded Delta-V Indicator Status – VEDI, SRS, PAD, TPMS, ENG, DOOR, IOD Vehicle Mileage Ignition Cycle – at Event Ignition Cycle – at Download Hours in Operation Latitude Longitude Accident Date Accident Time Temperature – Ambient Air Temperature – Cabin air Cruise Control System Status Driver Controls – Parking Brake Switch Driver Controls – Headlight Switch Driver Controls – Front Wiper Switch Driver Controls – Gear Selection Status Driver Controls – Passenger Airbag Disabling Switch Event Data Recording Complete Where VEDI = Vehicle Event Data Interface SRS = Supplemental Restraint System (airbag) PAD = Passenger Airbag Disabled TPMS = Tire Pressure Monitoring System ENG = Service Engine Indicator DOOR = Door Ajar Indicator IOD = Battery-Off Device Indicator

24 2.6 Government Regulatory Requirements On June 14, 2004, the U.S. National Highway Traffic Administration (NHTSA) published a Notice of Proposed Rulemaking on Event Data Recorders (NHTSA, 2004). The Notice of Proposed Rulemaking (NPRM) is a proposal to: (1) Require that EDRs voluntarily installed in light vehicles record a minimum set of specified data elements useful for accident investigation, analysis of occupant restraint systems, and automatic crash notification systems (2) Specify required formats for EDR data elements (3) Specify requirements for EDR crash survivability (4) Require vehicle manufacturers to publicly release information to allow accident investigators to retrieve data from the EDR (5) Require vehicle manufacturers to include a standardized statement in the vehicle owner’s manual informing the owner that the vehicle is equipped with an EDR and briefly explaining the purpose of an EDR. It is important to note that the proposed rule will only apply to EDRs voluntarily installed in passenger cars and light trucks by vehicle manufacturers. The proposed rule does not require the installation of EDRs in any motor vehicles. At the time of this report, NHTSA had taken no final action on the NPRM. NHTSA Actions preceding the NPRM Preceding the publication of the NPRM, NHTSA issued a Request for Public Comments on Event Data Recorders on October 11, 2002 (NHTSA, 2002b). The Request for Comments was motivated, to some degree, by the findings of two NHTSA EDR working groups (NHTSA, 2001 and NHTSA, 2002a), and a petition by Ricardo Martinez, former NHTSA administrator, which requested that NHTSA mandate the installation of EDRs in motor vehicles. The Request for Comments asked for comments on a range of EDR- related topics including the proper role of NHTSA in regulation of EDRs, expected safety benefits, technical issues, and privacy issues. NHTSA received comments from vehicle manufacturers, vehicle users, the medical community, insurance organizations, safety advocate organizations, safety research groups, crash investigators, academia, and government agencies [NHTSA, 2004]. Of particular importance to this study was the belief by a wide spectrum of the commenters, ranging from the vehicle manufacturers to the safety advocate groups, that EDRs will improve safety by providing the key information necessary for crash analysis, a better understanding of injury mechanisms, and data for the improvement of both vehicle and highway design. Two of the commenters, Consumers Union and the

25 Insurance Institute for Highway Safety, submitted lists of proposed data elements. These data elements included crash pulse, safety belt usage, airbag deployment status, vehicle identification number, and pre-crash information, e.g. brake application, engine speed, and throttle position. Many commenters pointed out the desirability of standardization of EDR data. Required EDR Data Elements NHTSA has developed a minimum set of required EDR data elements based upon the data needs of accident investigation, analysis of occupant restraint systems, and automatic crash notification systems. The minimum set includes both pre-crash and crash parameters. The NPRM further specifies minimum recording duration and minimum sampling frequency. Up to three (3) events are to be stored under the proposed rule. The list of required data elements is further divided into two subsets. Vehicles are required to record all elements in the first subset, shown in Table 2-9, if a vehicle stores any one or more of the data elements listed in the ‘Data Element Triggers’ column of this table. To maximize technical and economic feasibility, this first subset includes only data elements currently being recorded in production passenger car or light truck EDRs. Vehicles with instrumentation beyond that specified in Table 2-9 are required to store any element in Table 2-10 which the vehicle is equipped to measure. This strategy of requiring that more advanced instrumentation be recorded only if equipped, should make compliance with the proposed rule more economically feasible for vehicle manufacturers. Table 2-9. Data Elements Required for all Vehicles Equipped with an EDR Data Element Recording Time / Interval (relative to time of impact) in seconds Data Sample Rate (Samples per Second) Data Element Triggers application of Regulation Longitudinal Acceleration t=-0.1 to 0.5 sec 500 Y Maximum Delta-V Computed after each event NA Y Speed, Vehicle indicated t=-8.0 to 0.0 sec 2 Y Engine RPM t=-8.0 to 0.0 sec 2 Y Engine Throttle (% full) t=-8.0 to 0.0 sec 2 Y Service Brake (on/off) t=-8.0 to 0.0 sec 2 Y Ignition Cycle at Crash t=-1.0 sec NA Y Ignition Cycle at Download At time of download NA Y Safety Belt Status (buckled, not buckled) t=-1.0 sec NA Y Frontal air bag warning lamp (on/off) t=-1.0 sec NA Y Frontal air bag deployment level – driver For each Event NA Y Frontal air bag deployment level – right front passenger For each Event NA Y Frontal air bag, time to deploy (in case of For each Event NA Y

26 Data Element Recording Time / Interval (relative to time of impact) in seconds Data Sample Rate (Samples per Second) Data Element Triggers application of Regulation single stage air bag) or time to deploy first stage (in case of multi-stage air bag) - driver Frontal air bag, time to deploy (in case of single stage air bag) or time to deploy first stage (in case of multi-stage air bag) – right front passenger For each Event NA Y Number of Events (1,2,3) After each event NA - Time from Event 1 to 2 As needed NA - Time from Event 1 to 3 As needed NA - Complete File Recorded (yes/no) Following other data NA - Table 2-10. Data Elements Required for Vehicles Under Specified Conditions Data Element Condition for Requirement Recording Time / Interval (relative to time of impact) in seconds Data Sample Rate (Samples per Second) Lateral Acceleration If vehicle equipped to measure vehicle’s lateral (y) acceleration t=-0.1 to 0.5 sec 500 Normal Acceleration If vehicle equipped to measure vehicle’s normal (z) acceleration t=-0.1 to 0.5 sec 500 Vehicle Roll Angle If vehicle equipped to measure or compute vehicle roll angle t=-0.1 to 6.0 sec 10 ABS activity (engaged / non-engaged) If vehicle equipped with ABS t=-8.0 to 0.0 sec 2 Stability control (on / off / engaged) If vehicle equipped with stability control, ESP, or other yaw control system t=-8.0 to 0.0 sec 2 Steering Input (steering wheel angle) If vehicle equipped to measure steering wheel angle t=-8.0 to 0.0 sec 2 Safety belt status – right front passenger (buckled, not buckled) If vehicle equipped to measure safety belt buckle latch status for the right front seat passenger t = -1.0 N.A. Frontal air bag suppression switch status – right front If vehicle equipped with a manual switch to suppress the frontal t = -1.0 N.A.

27 Data Element Condition for Requirement Recording Time / Interval (relative to time of impact) in seconds Data Sample Rate (Samples per Second) passenger air bag for the right front passenger Frontal air bag deployment, time to nth stage deployment – driver (Repeat for each of the n stages) If vehicle equipped with a driver’s frontal air bag with a multi- stage inflator Event N.A. Frontal air bag deployment, time to nth stage deployment – right front passenger (Repeat for each of the n stages) If vehicle equipped with a right front passenger’s frontal air bag with a multi-stage inflator Event N.A. Frontal air bag deployment, nth stage disposal - driver (yes/no, whether the nth stage deployment was for occupant restraint or disposal) (Repeat for each of the n stages) If vehicle equipped with a driver’s frontal air bag with a multi- stage inflator that can be ignited for the sole purpose of disposing the propellant Event N.A. Frontal air bag deployment, nth stage disposal – right front passenger (yes/no, whether the nth stage deployment was for occupant restraint or disposal) (Repeat for each of the n stages) If vehicle equipped with a right front passenger’s frontal air bag with a multi-stage inflator that can be ignited for the sole purpose of disposing the propellant Event N.A. Side air bag deployment, time to deploy, driver If vehicle is equipped with a side air bag for the driver Event N.A. Side air bag deployment, time to deploy, right front passenger If vehicle is equipped with a side air bag for the right front passenger Event N.A. Side curtain/tube deployment, time to deploy, driver If vehicle is equipped with a side curtain or tube air bag for the driver Event N.A. Side curtain/tube deployment, time to deploy, right front passenger If vehicle is equipped with a side curtain or tube air bag for the right front passenger Event N.A. Pretensioner deployment, time to fire, driver If vehicle is equipped with a pretensioner for the driver Event N.A. Pretensioner deployment, time to If vehicle is equipped with a pretensioner for Event N.A.

28 Data Element Condition for Requirement Recording Time / Interval (relative to time of impact) in seconds Data Sample Rate (Samples per Second) fire, right front passenger the right front passenger Seat position, driver passenger (Is the seat is in a forward seat position? yes/no) If the vehicle is equipped to determine whether or not the driver seat is in a forward seat position t = -1.0 N.A. Seat position, passenger (Is the seat is in a forward seat position? yes/no) If the vehicle is equipped to determine whether or not the right front passenger seat is in a forward seat position t = -1.0 N.A. Occupant Size Classification, driver (is driver a 5th percentile female? yes/no) If the vehicle is equipped to determine the size classification of the driver t = -1.0 N.A. Occupant Size Classification, right front passenger (is passenger a child? yes/no) If the vehicle is equipped to determine the size classification of the right front passenger t = -1.0 N.A. Occupant Position, driver (is driver out of position? yes/no) If the vehicle is dynamically determine the position of the driver t = -1.0 N.A. Occupant Position, right front passenger(is right front seat passenger out of position? yes/no) If the vehicle is dynamically determine the position of the right front seat passenger t = -1.0 N.A.

29 2.7 Data Elements in Automated Crash Notification Systems Several automakers market or have marketed an optional Automated Crash Notification system for their vehicles. Examples include the General Motors OnStar system and the Ford Rescu system. The idea behind Automated Crash Notification is to equip cars with a crash sensor which can detect that an accident has taken place, an onboard GPS system to locate the crash site, and a wireless modem which can automatically notify the emergency medical personnel of the severity and precise location of an accident. Although the focus of this project was not on Automated Crash Notification (ACN) systems, the data elements stored or transmitted by ACN systems are an additional source of potential future data elements for EDRs. One example of an advanced ACN system is the research system developed by Veridian [Kanianthra et al, 2001]. The Veridian system transmits an emergency message containing the following data elements: Table 2-11. Veridian Automated Collision Notification System Data Elements Parameter Description Crash Date Crash Time Seat Belt Used Yes / No Crash Location – Latitude Crash Location – Longitude Crash Delta-V Crash Type Frontal, Side, or Rear Rollover Yes / No Vehicle final resting position Normal / Left Side / Right Side / Roof Principal Direction of Force Probable Number of Occupants Make of Car Model of Car Model Year of Car Note: Using the onboard clock, another important aspect of the crash event, the date and time of accident notification, could also be recorded.

30 2.8 Data Elements from Aftermarket Event Data Recorders Aftermarket EDRs are designed for retrofit to highway vehicles which either do not have an EDR or required extended monitoring capabilities. Commercial applications include monitoring of fleets, e.g. taxicabs or limousines. Aftermarket EDRs provide an important source of potential data elements for studying roadside crash safety. Table 2-12 lists the data elements recorded in a number of aftermarket EDRs. Data elements stored in these systems are technically feasible, and of interest to crash safety researchers. However, as these devices are not inexpensive, the cost-to-benefit ratio of some of these data parameters, e.g. video, may not favor widespread implementation. Comparison of the aftermarket and OEM EDR capabilities indicates that most of the aftermarket EDR data elements have been implemented in OEM devices. Important exceptions are onboard video cameras, microphones, and vehicle driving direction. In addition, some aftermarket devices include application-specific features such as lap counters for racing and emergency vehicle data parameters, e.g. siren activation. Several of the aftermarket devices have greater capability than OEM EDRs in sampling frequency, recording duration, and the number of events which can be stored. For example, the Siemens-VDO device can store 30 seconds of pre-crash and 15 seconds of post-crash information. By comparison, the GM EDR can only store 5 seconds of pre- crash data and does not store post-crash information. The Siemens-VDO device can store up to 12 events while the GM device can only store 2 events and the Ford device can only store a single event. The Instrumented Sensor Technology device records one sample every 0.5 milliseconds. By contrast, the GM EDR a delta-V measurement once every 10 milliseconds and the Ford EDR records only one sample every 0.8 milliseconds. Table 2-12. Aftermarket Manufacturer EDR Data Elements and Features Manufacturer / Model Data Recorded Limits & Sampling Rates Delphi ADR 2 • Wheel Speed • Throttle Position • Steering Angle • Lap Indicator • X-Axis Acceleration • Y-Axis Acceleration • Z-Axis Acceleration • Yaw Rate • Real Time Clock • 7 General purpose analog inputs • 3 General Purpose Timer inputs • Pre – crash • Crash • Post Crash info • Sampling Rate: 1000 Hz I-Witness DriveCam I • B & W video camera • Microphone • X-Axis Acceleration • 10 sec pre-crash • 10 sec post-crash • Sampling Rate: 60 Hz

31 Manufacturer / Model Data Recorded Limits & Sampling Rates • Y-Axis Acceleration • Z-Axis Acceleration • Real time clock Siemens-VDO • Engine ignition information – time started & how long • Headlights on/off • Turn signals on/off • Brakes on/off • X-Axis Acceleration • Y-Axis Acceleration • Vehicle Speed • Vehicle Direction • Distance Traveled • Optional emergency vehicle functions (e.g. siren) • 30 sec pre-crash • 15 sec post-crash • Up to 12 different events stored Independent Witness Incorporated - Witness Black Box • Date • Time • Vehicle Direction • Acceleration Instrumented Sensor Technology – IST Model EDR- 3 • X-Axis Acceleration • Y-Axis Acceleration • Z-Axis Acceleration • 0.5 sec pre-crash • 1.5 sec post-crash • Sampling Rate: 2000 Hz

32 2.9 Longer-term, Technically Feasible, Data Elements Several research studies are underway which are using or developing new sensor technologies which may appear in future EDRs. Examples of these advanced sensors include cell phone monitors and real time video of both the driver and the driver’s view. Although these sensors are technically feasible, their economic feasibility for installation as standard equipment has not yet been established. Nevertheless it is important to be aware of these technologies as potential longer-term additions to future EDR designs. Table 2-13 presents the data elements either being monitored or stored in these research EDRs. Table 2-13. Research EDR Data Elements and Features Manufacturer / Model Data Recorded Limits & Sampling Rates Folksam research – Crash Pulse Recorder – Kullgren et al (1995) • X-Axis Acceleration • Sampling Rate: 1000 Hz Rowan University – Crash Data Recorder (CDR) • X-axis acceleration • Y-axis acceleration • Sampling Rate: 1000 Hz Safety Intelligence Systems MACBOX • Vehicle Speed • Driver Belt Status • Vehicle Acceleration in 3- axes • Driver’s Eye View video • Cell phone on/off • Distance to car in front • Location (GPS) • Pre – crash • Crash • Post Crash info NHTSA MicroDAS (Barickman and Goodman, 1999) • Location (GPS) • Throttle Position • Lateral Lane Position • Distance to car in front • Vehicle Speed • Brake Application • Vehicle Acceleration in 3 axes • Yaw Rate • Roll Rate • Pitch Rate • Steering wheel angle • Turn-signal on/off • Driver Video • Other Researcher-defined • Up to 32 analog inputs • 24 digital I/O channels • 22 hours of compressed video Volvo Research EDR Volvo has developed an advanced EDR for research purposes. This EDR, which is comprised of the Digital Accident Research Recorder (DARR) and the Pre-Crash Recorder (PCR), records both crash and pre-crash data as well as controls the safety

33 systems. Table 2-14 lists the data elements that are stored in either the DARR (Andersson et al, 1997) or the PCR (Engstrom, 2001). The DARR is integrated with the airbag sensor unit and is installed in production Volvo passenger cars. The DARR records approximately 100 milliseconds of data when the airbag deploys. Only longitudinal crash pulse is stored. The PCR was installed in a Volvo S-80 for evaluation purposes. Although this is a research system – not a production system, the Volvo system nevertheless provides a glimpse of what EDR data elements are considered important and technically feasible by a major automaker. Table 2-14. Volvo’s EDR system, Comprised of the DARR and the PCR Parameter Type Parameter DARR PCR Pre-Crash Steering Wheel Angle x Lateral Acceleration x Longitudinal Acceleration x Vehicle Speed x Yaw Rate x Roll Rate x Engine Speed x Transmission (PRNDL) x Driver Requested Torque x Engine Torque x Brake Pedal Position x Clutch Pedal Position x Stability Traction Control (on/off) x General Outdoor Temperature x Global Time x Time since Ignition on x Crash Pulse Longitudinal Deceleration Pulse x 2.10 Summary of Existing and Potential EDR Data Elements Table 2-15 presents a summary of existing and potential EDR data elements by their source. It is interesting to note how many data elements the NHTSA NPRM and the SAE J1698 have in common with EDRs currently in production vehicles.

34 Table 2-15. Existing and Potential EDR Elements by Source Data Parameter OEM EDR NHTSA NPRM SAE J1698 OBD-II TMC ACN After market Research EDR Longitudinal acceleration x x x x x Lateral acceleration x x x x x Acceleration time stamp x x Longitudinal Delta-V vs. time x x Lateral Delta-V vs. time x x Time To Max Delta-V x x Max Delta-V x x x x Accelerator Pedal (%) x x x x x x Brake Pedal Position (on / off) x x x x x x Brake Pedal (%) x Engine Speed (rpm) x x x x x x Engine Throttle (%) x x x Transmission / Gear Selection (PRNDL) x x x x Vehicle speed x x x x x x x Pretensioner, Driver, Time to Deployment x x x Pretensioner, Pass, Time to Deployment x x x Frontal Airbag, Driver, Time to 1st Stage Deployment x x x Frontal Airbag, Driver, Time to 2nd Stage Deployment x x x Frontal Airbag, Passenger, Time to 1st Stage Deployment x x x Frontal Airbag, Passenger, Time to 2nd Stage Deployment x x x Seat Belt Status, Driver (buckled / unbuckled) x x x x x x Seat Belt Status, Passenger (buckled / unbuckled) x x x x Frontal Air Bag Suppression Switch, Passenger x x x x Seat Position, Driver, Seat in Forward Seat Position x x x Seat Position, Passenger, Seat in Forward Seat Position x x

35 Data Parameter OEM EDR NHTSA NPRM SAE J1698 OBD-II TMC ACN After market Research EDR Occupant Size Classification, Driver (Adult, Small Adult) x Occupant Size Classification, Passenger (Adult, non- Adult) x x Side Airbag Driver, Time to Deployment x x x Side Airbag, Passenger, Time to Deployment x x x Side Curtain/Tube Driver, Time to Deployment x x x Side Curtain/Tube Passenger Time to Deployment x x x Diagnostic Codes Active When Event Occurred x x Event Counter x x Event Recording Complete x x x Time between Events x x Prior Deployment Flag x Frontal Airbag Warning Lamp Status x x x x EDR Model Version x Ignition Cycles @ Event x x x Ignition Cycles @ Investigation x x x Frontal air bag deployment level – driver x Frontal air bag deployment level – right front passenger x Normal Acceleration x x x Vehicle Roll Angle x x Antilock braking (engaged / non-engaged) x x Stability control (on / off / engaged) x x x Steering Input (steering wheel angle) x x x x Frontal air bag deployment nth stage disposal – driver x Frontal air bag deployment nth stage disposal – passenger x Occupant Position, Driver, out of position x Occupant Position, Passenger out of position x Driver Controls - Turn Signal x x x x Engine Torque (%) x x

36 Data Parameter OEM EDR NHTSA NPRM SAE J1698 OBD-II TMC ACN After market Research EDR Yaw Rate x x x Traction Control Status x x Vehicle Identification Number x Indicator Status - VEDI x Indicator Status - Tire Pressure Monitoring System x Indicator Status - Service Engine Lamp x Indicator Status - Door Ajar x Indicator Status - Ignition Off Device x Vehicle Mileage x x Hours in Operation x x x Crash Location (Latitude and Longitude) x x x Crash Date x x x x Crash Time x x x x x Temperature - Ambient Air x x Temperature - Cabin Air x Cruise Control System Status x x x Parking Brake Switch x Headlight Switch x x Front Wipers Switch x Hazard Lights Switch x Brake Status, Engine (on / off) x Crash Type (Frontal, Side, Rear) x Principal Direction of Force x Number of Occupants x Accident Notification – Date and Time x Driver Video Camera x x Driver's Eye View Video Camera x Microphone x Engine - time started x

37 Data Parameter OEM EDR NHTSA NPRM SAE J1698 OBD-II TMC ACN After market Research EDR Vehicle Direction / Heading x Distance Traveled x Siren Status (On / Off) x Cell Phone (On / Off) x Distance to car in front / headway x Lateral Lane Position x Roll Rate x Pitch Rate x Driver Requested Torque x Clutch Pedal Position x

38 2.11 Conclusions The objective of the preceding analysis was to determine existing and potential EDR data elements. Table 2-16 groups these data elements into three categories based on their technical and economic feasibility: 1. Current EDR Technology. This category contains the publicly disclosed EDR formats of GM and Ford. Because the automakers record the data elements shown under Existing Data Elements in their production vehicles, we may assume that these data elements are both technically and economically feasibility. 2. Near-Term EDR Technology. This category includes data elements from sensors which are currently on production vehicles, but are not currently recorded in an EDR. Because the sensors are currently installed on production vehicles, we may assume both technical and economic feasibility of the sensor. The category ‘Near-Term EDR Technology’ includes (1) data elements specified in the NHTSA NPRM on EDRs, (2) data elements defined in SAE J1698, (3) safety-related diagnostic parameters available through the OBD-II connector, and (4) data elements defined by the Technology and Maintenance Council. 3. Future EDR Technology. This category includes data elements associated with sensors which are either commercially available or used in research. The sensors are not standard equipment on current production vehicles. These sensors are technically feasible, but the economic justification for installing them as standard equipment is unknown at this time. Elements in this category include (1) data elements used in Automated Crash Notification systems, (2) data elements currently stored in aftermarket EDRs, and (5) longer-term safety-related sensors stored in research EDRs. Table 2-16. Current and Potential EDR Data Elements Data Element / Description Current EDR Technology Near Term EDR Technology Future EDR Technology Accelerator Pedal (%) x Brake Pedal (%) x Brake Pedal Position (on / off) x Diagnostic Codes Active When Event Occurred x EDR Model Version x Engine Speed (rpm) x Engine Throttle (%) x Event Counter x Event Recording Complete x Frontal Air Bag Suppression Switch, Passenger x Frontal Airbag Warning Lamp Status x

39 Data Element / Description Current EDR Technology Near Term EDR Technology Future EDR Technology Frontal Airbag, Driver, Time 2nd Stage Deployment x Frontal Airbag, Driver, Time to 1st Stage Deployment x Frontal Airbag, Passenger, Time to 1st Stage Deployment x Frontal Airbag, Passenger, Time to 2nd Stage Deployment x Ignition Cycles @ Event x Ignition Cycles @ Investigation x Longitudinal acceleration x Lateral acceleration x Acceleration time stamp x Longitudinal Delta-V vs. time x Lateral Delta-V vs. time x Max Delta-V x Occupant Size Classification, Passenger (Adult, non- Adult) x Pretensioner, Driver, Time to Deployment x Pretensioner, Pass, Time to Deployment x Prior Deployment Flag x Seat Belt Status, Driver (buckled / unbuckled) x Seat Belt Status, Passenger (buckled / unbuckled) x Seat Position, Driver, Seat in Forward Seat Position x Side Airbag Driver, Time to Deployment x Side Airbag, Passenger, Time to Deployment x Side Curtain/Tube Driver, Time to Deployment x Side Curtain/Tube Passenger Time to Deployment x Time between Events x Time To Max Delta-V x Transmission / Gear Selection (PRNDL) x Vehicle speed x Antilock braking (engaged / non-engaged) x Brake Status, Engine (on / off) x Crash Date x Crash Location (Latitude and Longitude) x Crash Time x Cruise Control System Status x Driver Controls - Turn Signal x Engine Torque (%) x Front Wipers Switch x Frontal air bag deployment level – driver x Frontal air bag deployment level – right front passenger x Frontal air bag deployment nth stage disposal – driver x Frontal air bag deployment nth stage disposal – passenger x Hazard Lights Switch x Headlight Switch x

40 Data Element / Description Current EDR Technology Near Term EDR Technology Future EDR Technology Hours in Operation x Indicator Status - Door Ajar x Indicator Status - Ignition Off Device x Indicator Status - Service Engine Lamp x Indicator Status - Tire Pressure Monitoring System x Indicator Status - VEDI x Normal Acceleration x Occupant Position, Driver, out of position x Occupant Position, Passenger out of position x Occupant Size Classification, Driver (Adult, Small Adult) x Parking Brake Switch x Seat Position, Passenger, Seat in Forward Seat Position x Stability control (on / off / engaged) x Steering Input (steering wheel angle) x Temperature - Ambient Air x Temperature - Cabin Air x Traction Control Status x Vehicle Identification Number x Vehicle Mileage x Vehicle Roll Angle x Yaw Rate x Cell Phone (On / Off) X Siren Status (On / Off) X Clutch Pedal Position X Crash Type (Frontal, Side, Rear) X Distance to car in front / headway X Distance Traveled X Driver Requested Torque X Driver Video Camera X Driver's Eye View Video Camera X Engine - time started X Lateral Lane Position X Microphone X Number of Occupants X Accident Notification – Date and Time X Pitch Rate X Principal Direction of Force X Roll Rate X Vehicle Direction / Heading X

41 2.12 References American Trucking Associations, Technology and Maintenance Council, Proposed RP 1214 (T) “Guidelines for Event Data Collection, Storage, and Retrieval” (2001) Andersson, U., Koch, M., and Norin, H., “The Volvo Digital Accident Research Recorder (DARR) Converting Accident DARR-Pulses Into Different Impact Severity Measures” Proceedings of the International IRCOBI Conference on the Biomechanics of Impact, Goeteborg, Sweden (1997) Ballard, W., “Crash Data Retrieval: Ford System Update”, Presentation at the SAE Highway Vehicle Event Data Recorder Symposium, Ashburn, VA (June 2004) Barickman, F.S. and Goodman, M.J., “Micro DAS: In-Vehicle Portable Data Acquisition System”, Transportation Research Record 1689, paper no 99-0611 (1999). Correia, J.T., Iliadis, K.A., McCarron, E.S., and Smole, M.A., “Utilizing Data from Automotive Event Data Recorders”, Proceedings of the Canadian Multidisciplinary Road Safety Conference XII; June 10-13, 2001; London, Ontario (June 2001) Engstrom, Anders, Methods and tools for evaluation of the Volvo Pre Crash Recorder. Masters Thesis performed in Vehicular Systems at Linkopings Institute of Technology. Reg nr: LiTH-ISY-EX-3181. 2001-05-04 (2001) Institute of Electrical and Electronics Engineers Standards Association (IEEE-SA), IEEE 1616, “Motor Vehicle Event Data Recorders” (September 2004) Kanianthra, J., Carter, A., and Preziotti, G., “Enhancing Post-Crash Vehicle Safety Through an Automated Collision Notification System”, Proceedings of the Seventeenth International Conference on Enhanced Safety of Vehicles, Paper No. 175, Amsterdam, Netherlands. (June 2001) Kullgren, A., Lie, A., and Tingvall, C., “Crash Pulse Recorder (CPR) – Validation in Full Scale Crash Tests”, Accident Analysis and Prevention, Vol. 27, No. 5 (1995) National Highway Traffic Administration, Event Data Recorders – Summary of Findings by the NHTSA Working Group, August 2001, Final Report, (Docket No. NHTSA-99- 5218-9, (2001) National Highway Traffic Administration, Event Data Recorders – Summary of Findings by the NHTSA Working Group, May 2000, Volume II, Supplemental Findings for Trucks, Motorcoaches, and School Buses, Final Report, Docket No. NHTSA-2000-7699-6, (2002a)

42 National Highway Traffic Administration, United States Department of Transportation, Event Data Recorders—Request for Comments, 67 Fed. Reg. 63493, Docket No. NHTSA-02-13546; Notice 1. RIN 2127-AI72, Oct. 11, 2002 (2002b) National Highway Traffic Administration, Event Data Recorders – Notice of Proposed Rulemaking, Federal Register, Vol. 69, No. 113, p. 32932-32954, (June 14, 2004) Ruth, R R., “Event Data Recorders”, Presentation at the SAE Highway Vehicle Event Data Recorder Symposium, Ashburn, VA (June 2004) Society of Automotive Engineers, SAE J1962 Surface Vehicle Standard, “Diagnostic Connector”, Revised (April 2002) Society of Automotive Engineers, SAE J1698 Surface Vehicle Recommended Practice, “Vehicle Event Data Interface – Vehicular Output Data Definition” (December 2003)