This document provides nomenclature and references to related documents for heavy vehicle event data recorders (HVEDR) for heavy-duty (HD) ground wheeled vehicles. The SAE J2728 series of documents consists of the following:

Truck and Bus Event Data Recorder Committee

A Machine-Learning Approach for Time-Optimal Trajectory Generation for UAV's

F-0076-2020-16326

10/5/2020

This paper presents a data-driven approach towards time-optimal trajectory generation for Unmanned Aerial Vehicles (UAV's) using a machine-learned trajectory generation mechanism for point-to-point time-optimal trajectories on-the-fly. To train this machine-learned black box trajectory generator off-line, a model-based optimization problem is first constructed for point-to-point time-optimal trajectory generation, with physical constraints on inputs, states, and rates. The formulated optimization problem is then solved off-line for a range of initial and terminal flight states to generate point-to-point data-sets that consist of the optimal state and input trajectories. This information is compressed by parameterizing the input and state trajectories using a set of basis functions. This data is then used to train the neural network-based trajectory planner. The output of the neural network is the basis function coefficient sets for the state and input trajectories (and the total flight time) which can then be used to reconstruct the flight trajectory. Once the neural network is trained, the data-driven on-board trajectory generator is ready to be deployed on the UAV for on-board planning. This approach is demonstrated for two scenarios: (1) the input to the neural network being the initial and terminal flight states and (2) the input to the neural network being initial and terminal flight states as well as physical constraints. To validate the performance of the machine-learned black-box trajectory generator, the root mean squared error between the neural network generated trajectories and the trajectories obtained from solving the optimization problem directly is statistically evaluated. These trajectories are also tested for violation of path constraints (which are not included explicitly in the training or input to the black box planner) by evaluating the mean constraint violation for each path-constrained variable.

Lai, Runyu, Zhao, Di, Mishra, Sandipan

AVSC Best Practice for Data Collection for Automated Driving System-Dedicated Vehicles (ADS-DVs) to Support Event Analysis

AVSC000042020099/23/2020

As technology and functionality of vehicle systems change, so do data recording needs. In ADS-dedicated vehicles (DV), the ADS perceives the environment and handles vehicle motion control, i.e., the dynamic driving task (DDT), as described in SAE J3016. When an ADS takes the place of a human driver, its sensing, processing, and control systems necessitate new considerations for data recording. Data recording is important to crash reconstruction, system performance investigations, and event analysis. It enables industry-wide improvements in ADS safety. This best practice makes recommendations for the ADS-DV data needed to support: (1) information about what the ADS "saw" and "did" and (2) identify the technology-relevant factors that contributed to the event. The Best Practice for Data Collection for Automated Driving System Dedicated Vehicles (ADS-DVs) to Support Event Analysis makes recommendations for the collection, storage, and retrievability of onboard motor vehicle ADS event data. A list of 39 data elements are recommended for ADS-DVs to collect, including 14 new elements specific to ADS-DVs and 25 elements either previously defined or adapted from legacy standards in data collection.

Automated Vehicle Safety Consortium

CONTACTS, ELECTRICAL, CONNECTOR, SOCKET, CRIMP REMOVABLE (FOR AS81714 TERMINAL JUNCTION SYSTEM SERIES II)

AS39029/22E (Historical)8/25/2020

AE-8C1 Connectors Committee

Applying Automotive EDR Data to Traffic Crash Reconstruction Virtual Pre-Conference Certification

C20168/7/2020

EDR\'s were first installed in 1994 and are now installed in 99% of new light vehicles sold in the US. In the US EDR’s are not required, but vehicles with EDR’s made after 9/1/2012 must meet minimum standardized content requirements of 49 CFR, Part 563 including speed, throttle, brake on/off and Delta V. Data must be retrievable with a publicly available tool. Only a few manufacturers install EDR’s worldwide currently, but the EU and China are adopting regulations to require them in the next few years. Some manufacturers provide stability control system data far beyond the US regulation that aid in understanding vehicle movement in the 5 seconds prior to the crash. This course will provide the participant with the skills necessary to analyze EDR data that has already been imaged, apply it to crash reconstruction, and reconcile it with calculations using other data sources. The course will enable the participant to analyze current and potential future EDR data set without regard to manufacturer. The class presents the generic analysis step by step, then groups EDRs into manufacturer-specific families and their data limitations, and works case studies that highlight targeted key learning objectives. The student will also learn key points to satisfy court Frye and Daubert requirements for EDR data to be admissible, and suggest methods to present EDR data that will communicate the data understandably to attorneys and lay juries. This course has been approved by the Accreditation Commission for Traffic Accident Reconstruction (ACTAR) for 20 Continuing Education Units (CEUs). Upon completion of this seminar, accredited reconstructionists should mail a copy of their course certificate and the $5 student CEU fee to ACTAR, PO Box 1493, North Platte, NE 69103. By attending this seminar, you will be able to: Describe EDR sensor operation, recording interval and duration, resolution, accuracy, and time latency and articulate the limitations of applying the data to crash analysis Calculate min and max speeds prior to loss of control or braking, and at impact based on the last accurate EDR pre-crash speed data point Evaluate EDR vs. actual ground speed for specific vehicle operational conditions and vehicle equipment modifications Calculate speed at impact and closing speeds by combining EDR Delta V data with normally collected scene and vehicle data such as post crash travel distance, departure angle, drag factor, and vehicle weights Apply data to inline rear end, head on, and angular collisions Reconcile EDR data with other physical evidence and combine to narrow speed ranges Use time-distance and overlay EDR data on scene maps/diagrams to show where critical driving inputs were made vs. inputs required to avoid collisions CEUs

Heavy Vehicle Event Data Recorder (HVEDR) - Data and Triggers

J2728-1_202006 (Current)

6/9/2020

This document provides a list of data elements and event triggers for recording of event data relevant to crash investigations for heavy vehicles. The list of data elements includes recommended source(s) and formatting.

Truck and Bus Event Data Recorder Committee

Evaluation of General Motors Event Data Recorder Performance in Semi-Trailer Rear Underride Collisions

2020-01-13284/14/2020

The objective of this study was to analyze the validity of airbag control module data in semi-trailer rear underride collisions. These impacts involve unusual collision dynamics, including long crash pulses and minimal bumper engagement [1]. For this study, publicly available data from 16 semi-trailer underride guard crash tests performed by the Insurance Institute for Highway Safety (IIHS) were used to form conclusions about the accuracy of General Motors airbag control module (ACM) delta-V (ΔV) data in a semi-trailer rear underride scenario. These tests all utilized a 2009 or 2010 Chevrolet Malibu impacting a stationary 48’ or 53’ semi-trailer at a speed of 35 mph. Nine tests were fully overlapped collisions, six were 30% overlapped, and one was 50% overlapped [2]. The IIHS test vehicles were equipped with calibrated 10000 Hz accelerometer units. Event Data Recorder (EDR) data imaged post-accident from the test vehicles were compared to the reference IIHS data. For each test, root mean square error (RMSE), the percent error over time, and the difference between the EDR ΔV and the IIHS ΔV, was quantified, plotted, and related to crash pulse. This analysis revealed a general trend of decreasing EDR ΔV parity with an increasing crash pulse duration, although overall differences remained low for most tests. Eleven tests, all with airbag deployments, converged towards an average of 3.3% error at the end of the crash pulse, which were 150-270 ms. EDR recorded ΔVs were in the range of 29.8-39.9 mph. Five tests, three of which were non-deployments, diverged to higher percentage error averaging 12.7% at an EDR ΔV of 31.8-40.0 mph. All higher error tests were 30% overlapped and had the highest crash pulse durations of 240-300 ms. One fully overlapped test generated highly unusual EDR data due to failure of the rear underride guard mounting bolts and plates.

Famiglietti, Nicholas, Hoang, Ryan, Fatzinger, Edward, Landerville, Jon

Determination of Seatbelt Use Following a Crash

2020-01-06434/14/2020

When investigating a vehicle crash, the issue of seatbelt usage is frequently part of the information needed to perform an occupant kinematics or injury analysis. A physical inspection of the vehicle is the preferred method to investigate seatbelt usage. However, if the vehicle is no longer available, or the condition has changed since the time of the crash, preventing analysis of seatbelt usage by an occupant, the investigators must rely on other available evidence to assess occupant seatbelt usage. This would typically include a review of the police report, scene or early photographs of the vehicle, physical marks on the occupant in medical records and statements from witnesses. More recently, event data recorders (EDR) can provide data regarding seatbelt status for front seat occupants, and occasionally, rear seat occupants. However, the EDR data must have been previously recovered or the vehicle must be available. In cases where the available data is limited or includes only subjective data such as a police report or statements of occupants, some investigators have used the post-crash seatbelt position to determine seatbelt usage at the time of the impact. The theory is if the seatbelt is retracted or stowed post-crash, it was not in use at the time of the collision. The validity of this theory was investigated using EDR data from the NHTSA Crash Investigation Sampling System (CISS) as well as EDR files collected during in-house crash investigations. Photographic documentation of the post-crash seatbelt position was compared to EDR reported seatbelt use to determine if post-crash seatbelt position is reliable in determining seatbelt usage at the time of impact. Additionally, EDR seatbelt usage was compared to police reported seatbelt usage. The analysis of the data in this study found that in a third of the cases where the EDR data indicated the occupant was seatbelted, the seatbelt was found in the stowed or retracted position. Therefore, finding a stowed or retracted seatbelt following a crash is not a reliable means of determining seatbelt use by the occupant at the time of the crash. Additionally, a comparison of EDR data to police reported seatbelt usage revealed that 13 to 25 percent of the occupants reported by the police as seatbelted did not have the seatbelt fastened based on EDR data.

Yannaccone, John R.

An Improved Probabilistic Threat Assessment Method for Intelligent Vehicles in Critical Rear-End Situations

2020-01-06984/14/2020

Threat assessment (TA) method is vital in the decision-making process of intelligent vehicles (IVs), especially for ADAS systems. In the research of TA, the probabilistic threat assessment (PTA) method is acting an increasing role, which can reduce the uncertainties of driver’s maneuvers. However, the driver behavior model (DBM) used in present PTA methods was mainly constructed by limited data or simple functions, which is not entirely reasonable and may affect the performance of the TA process. This work aims to utilize crash data extracted from Event Data Recorder (EDR) to establish more accurate DBM and improve the current PTA method in rear-end situations. EDR data with responsive maneuvers were firstly collected, which were then employed to construct the initial DBM (I-DBM) model by using the multivariate Gaussian distribution (MGD) framework. Besides, the model was further subdivided into six parts by two important risk indicators, Time-to-collision (TTC) and velocity. To accurately represent the driver’s maneuvers in critical situations, unresponsive samples were introduced and the I-DBMs were upgraded by the Gaussian mixture model (GMM). The obtained DBMs were employed to sample driver’s evasive behaviors by Monte Carlo Markov Chain (MCMC) method, which generated multiple collision-avoidance trajectories. Finally, we chose the real-world crash case in the SHRP2 dataset to verify the proposed method. Results show that the upgraded DBMs reasonably represented the driver’s evasive maneuvers, and the MCMC method could capture the main features of given GMM distributions. The proposed PTA method can accurately depict the changing trend of dangerous degree and derive the crash probability (CP) at critical point of time. Its effectiveness and real-time performance were verified in the chosen rear-end case. The improved PTA method can be used for real-time TA application and contribute to the development of the decision-making process for ADAS and IVs.

Zhou, Huajian, Zhong, Zhihua, Wang, Xiaowei, Huang, Jin

Using Vehicle EDR Data to Calculate Motorcycle Delta-V in Motorcycle-Vehicle Lateral Front End Impacts

2020-01-08854/14/2020

This research focuses on the use of Event Data Recorders (EDR) to assist in calculating speed loss or ΔV undergone by a motorcycle in a broadside type impact into a vehicle. If the struck vehicle has EDR data, this could be a useful tool in calculating motorcycle ΔV or corroborating motorcycle ΔV calculations from crush or other methodologies. Certain parameters critical to calculation of motorcycle ΔV must be considered, including the appropriate effective mass to use for the motorcycle/rider combination. This study used crash test data to determine a method of applying parameter values to accurately calculate motorcycle ΔV in a motorcycle-vehicle collision. In this study, three crash tests were performed in which a motorcycle with a dummy rider traveling in the range of 42 to 51 mph collided into the right front corner of a vehicle traveling between 5 and 16 mph. In all three tests, both the vehicle and motorcycle were instrumented with triaxial accelerometers and triaxial rate gyros. The first test involved a 2002 Kawasaki ZRX1200R traveling at 42.2 mph into the right front corner of a 2009 Chevrolet Malibu traveling at 5 mph. The impact occurred just forward of the vehicle’s right front wheel area. The second test involved a 2006 Yamaha YZF-R6 traveling at 48.1 mph into the right front corner of a 2012 Ford Focus traveling at 14 mph. The impact occurred near the vehicle’s right front headlight/bumper reinforcement area. The third test involved a 2013 Kawasaki Ninja EX300 traveling at 50.5 mph into the right front corner of a 2015 Nissan Sentra traveling at 9 mph. Again, the impact occurred near the vehicle’s right front headlight/bumper reinforcement area. In all the tests, the vehicle ACM-recorded data underreported the longitudinal ΔV in the range of 0.8-1.3 mph. Additionally, in all tests the vehicle ACM-recorded data overreported the lateral ΔV by 0.4-0.5 mph. This overreporting was present after adjustments were made for the ACM location. Overall, the EDR data was able to predict the motorcycle ΔV within a range of -5.9 mph to +3.1 mph. The underpredicted values were calculated with full rider and motorcycle weight, and the overpredicted values were calculated with half the rider weight.

Fatzinger, Edward, Landerville, Jon

CONTACTS, ELECTRICAL, CONNECTOR, SOCKET, CRIMP REMOVABLE (FOR AS81714 TERMINAL JUNCTION SYSTEM SERIES II)

AS39029/22D (Historical)3/24/2020

AE-8C1 Connectors Committee

Optimization of Braking Strategy for Automatic Emergency Braking System in Vehicle-Pedestrian Accidents

07-12-02-00093/23/2020

Braking strategy is the core of the automatic emergency braking (AEB) system. How to make the braking strategy of the AEB system more suitable for real traffic conditions and more acceptable to drivers is a very important research. This article carries out the braking strategy optimization for the AEB system. From the vehicle-pedestrian accidents collected by the National Automobile Accident In-depth Investigation System (NAIS) of Songjiang Station, this article selects typical cases equipped with event data recorder (EDR) and then analyzes the EDR data. On this basis, the strategy for the optimization of the AEB system is formed. The optimized strategy is simulated in the test scenario specified in the European New Car Assessment Programme (Euro-NCAP) and compared with the real vehicle test results. The result illustrates that the optimized braking strategy is more effective to avoid or mitigate collisions.

Qian, Yubin, Yang, Xueyan, Xiao, Lingyun, Zhu, Yican

AI Identifies Previously Unknown Cancer Features

TBMG-360232/1/2020

Artificial intelligence (AI) technology has successfully found features in pathology images from human cancer patients, without annotation, that could be understood by human doctors. Further, the AI identified features relevant to cancer prognosis that were not previously noted by pathologists, leading to a higher accuracy of prostate cancer recurrence compared to pathologist-based diagnosis. Combining the predictions made by the AI with predictions by human pathologists led to an even greater accuracy.

Wheel and Wheel Trim Weathering Testing for Paint Coatings

J2633_201910 (Current)10/21/2019

This SAE lab test procedure should be used when performing the following specialized weathering tests for wheels; Florida Exposure, QUV, Xenon and Carbon Weatherometer. In addition to these procedures, some additional post-weathering tests may be specified. Please refer to customer specifications for these requirements.

Wheel Standards Committee

Technology Reveals How AI Makes Decisions

TBMG-3533910/1/2019

Researchers have developed a technology that reveals the criteria AI systems use when making decisions. The innovative Spectral Relevance Analysis (SpRAy) method based on Layer-wise Relevance Propagation technology provides a first peek inside the “black box”.

Data Recorder and Mission Computer

TBMG-351129/1/2019

Curtiss-Wright Corporation Ashburn, VA 703-779-7800

Intelligent Black Box Verification, Validation, and Accreditation for Rotorcraft Performance Modeling

F-0075-2019-14733

5/13/2019

The paper addresses process and tool development in support of qualification assessments of performance models. Details are provided regarding developing enablers in the fields of data science, uncertainty quantification, and machine learning. Models are delivered for assessment in all different shapes, for different purposes, with different pedigrees. All or part of the model may be proprietary. In an ideal case, models arrive with detailed documentation, with known data pedigrees, and have successfully passed verification testing. This would be in compliance with the standards outlined in Army Regulation 5-11, Management of Army Models and Simulations (Ref. 1). With other submissions much less is known; documentation and pedigree are absent. It may be missing documentation of requirements or detailed specifications. Traditionally these gaps in information are filled by time-consuming, resource-intensive work of subject matter experts (SMEs), if possible to be filled at all. As modeling capability and complexity continues to increase, the gaps naturally increase, to a point comprehensive assessment becomes unwieldy and unaffordable (even impossible) to be conducted with available processes and tools. Efforts contrast new applications of high-powered computational tools with the long accepted SME-driven methods to establish value and increase capabilities. Results indicate that emerging methodologies can provide valuable guidance without SME involvement.

McCandless, William, Dettwiller, Ian

Advanced Technology, Lightweight, Multifunctional Micro-avionics for Manned and Unmanned Rotorcraft Enhance Operational Capability of Future Vertical Lift Platforms

F-0075-2019-14549

5/13/2019

Emerging microelectronic technologies are expanding functionalities for future decades of vertical lift platforms, enabling both manned and unmanned rotorcraft to fully and safely participate in the NextGen National Airspace System. Specifically, for rotorcraft, benefits from expanded multi-functionality and reduced weight and space requirements, for both mandatory and desired optional avionics, are entering advanced development and flight-testing stages prior to being available to all users. One has only to think about the incredible, multifunctional capabilities of a smartphone to imagine what is possible in avionics with today's advanced technology. This presentation discusses achievements that only a few years ago were beyond imagination – miniaturized avionics that fully employ tiny but powerful digital processors and software defined multi-functional systems on a single chip are rapidly obsoleting the "black boxes" of the past. For both manned and unmanned rotorcraft systems, the benefits must be validated; and when proven valid, are immense in terms of lighter weight, tiny form factors, and lower costs. This presentation also addresses validation of ADS-B2, which depends on verification of GPS signals with technological approaches that counter potential malicious spoofing, jamming and interference.

Contarino, RaNae, Healing, Richard, Contarino, V.

Effects of Innovation in Automated Vehicles on Occupant Compartment Designs, Evaluation, and Safety: A Review of Public Marketing, Literature, and Standards

2019-01-12234/2/2019

In recent years, the discussion around the advent of highly automated vehicles has shifted from “if” to “when.” Commercially available vehicles already incorporate automated vehicle (AV) technologies of varying capability, and the eventual transition to fully automated systems, at least within certain predefined Operational Design Domains, is largely considered inevitable. While the full ramifications of this shift and the eventual depreciation of human driver control are still under intense debate, there is broad agreement on one issue -the advent of driverless systems will remove several constraints on the design of vehicle interior spaces, creating the opportunity for innovation. Even at this early stage, ambitious design concepts of purpose specific vehicles - mobile gyms, offices, bedrooms - have been proposed. More grounded designs, such as rotating passenger seats, have also been put forward. However, there are two other points on which general agreement exists - future AVs will still carry human passengers, and crashes will still occur, however infrequent or less severe. The uncertainty of the future occupant compartment design and crash population will introduce a new set of challenges for occupant protection and predicting injury risk in the future vehicle fleet. This paper explores various proposed design changes to the space of the interior of future automated vehicles, the effects of potential changes on occupant safety during collisions, and the capabilities of the existing testing approaches, design tools, and databases to address questions arising from these developments.

Filatov, Anton, Scanlon, John M., Bruno, Alexander, Danthurthi, Sri Sai Kameshwari, Fisher, Jacob

Performance of Event Data Recorders Found in Toyota Airbag Control Modules in High Severity Frontal Oblique Offset Crash Tests

2019-01-06334/2/2019

This paper presents an in-depth analysis of the performance of Event Data Recorders (EDRs) found in the Airbag Control Modules (ACMs), as tested in support of the National Highway Traffic Safety Administration’s Frontal Oblique Offset Program. Previous studies have examined EDR performance in high severity full-frontal barrier crash tests and moving deformable barrier side impact tests. This paper presents data from a high severity oblique frontal impact test in which the vehicle was struck by a moving deformable barrier. This paper examines the results of EDR data downloaded from two 2015 model year Toyota Highlanders, and the results of EDR reported change in velocity (delta-v), to vehicle mounted accelerometers and reference instrumentation. This paper will analyze EDR performance in reporting: Seatbelt buckle status, Occupant Size Classification, Front Passenger, Airbag and seatbelt pretensioner deployment time(s), Longitudinal delta-v, and Lateral acceleration/crash pulse.

Bortles, William, Hostetler, Ryan

Probability of Frontal Airbag Deployment in Bumper-Bumper and Underride Collisions

2019-01-06204/2/2019

Airbag deployment thresholds can be a useful metric of collision severity in accident reconstruction applications. The National Automotive Sampling System (NASS) has provided a publicly-available database of real-world motor vehicle collisions, including more than 10,000 event data recorder (EDR) reports retrieved from airbag control modules. These reports typically indicate the airbag deployment status and the corresponding Delta-V of each recorded event. A prior study analyzing crash data in the NASS database demonstrated the airbag deployment threshold varies between vehicle manufacturers and over time. However, the analysis was limited to Ford and GM vehicles due to insufficient data. This paper expands on the prior study of frontal airbag deployment thresholds by analyzing newer years of NASS EDR data (4,000 additional reports). We found that the Delta-V threshold for a 50% probability of deployment event is higher for Toyota than for GM and Ford vehicles. Moreover, SUVs and pickup trucks had higher deployment thresholds than sedans. An increase in Delta-V thresholds was observed for more recent vehicle model years. A higher Delta-V is required for frontal airbag deployment in underride collisions, in which a sedan contacted a vehicle with higher ground clearance (SUV, pickup truck, or van), compared to collisions with direct bumper-bumper engagement. Based on the findings, we developed a logistic regression model that predicts the probability of frontal airbag deployment with a known change in velocity (ΔV = 0 to 45 mph), vehicle manufacturer (GM, Toyota, Ford), vehicle type (sedan, SUV, pickup truck), model year (1994-2001, 2002-2016), and impact configuration (underride, bumper-bumper) with 82% accuracy. This study provides information about airbag deployment behavior beyond what is reported in owner’s manuals and National Highway Traffic Safety Administration (NHTSA) guidelines.

Lee, Felix, McCleery, Caitlin H., Ngo, Christina, Limousis-Gayda, Manon, Hashish, Rami

Event Data Recorder Performance during High Speed Yaw Testing Subsequent to a Simulated Tire Tread Separation Event

2019-01-06344/2/2019

This paper presents event data from the Sensing and Diagnostic Module (SDM) of a 2004 Chevrolet Malibu during high speed yaw testing. Yaw tests were performed using tires that were intact and tires that had the tread removed. The tires that had the tread removed were placed at various wheel positions on the vehicle (e.g. leading side - front, leading side -rear, trailing side - rear). This testing simulates the loss of control phase subsequent to a tread separation. Speeds up to 117 km/h (72.9 mph) were achieved. A simple electro-mechanical device was incorporated to the dynamic testing to simulate a low-severity non-deployment event that triggered the recording of pre-crash data by the SDM. The SDM data from the tests was imaged and compared to reference data from vehicle-mounted instrumentation recording wheel speed, steering angle, measured vehicle sideslip angle and GPS calculated over the ground speed. This paper examines the dynamic effect of high sideslip angles and changes to tire rolling radius, as a result of a tread separation, as it pertains to the accuracy of EDR reported vehicle speed.

Bortles, William, Koch, Daniel, Beauchamp, Gray, Pentecost, David, Rayburn, George, Hostetler, Ryan

System Enables Direct Data Transmission Between Underwater and Airborne Devices

TBMG-341654/1/2019

Today, underwater sensors cannot share data with those on land, as both use different wireless signals that only work in their respective mediums. Radio signals that travel through air die very rapidly in water. Acoustic signals, or sonar, sent by underwater devices mostly reflect off the surface without ever breaking through. This causes inefficiencies and other issues for a variety of applications such as ocean exploration and submarine-to-plane communication.

DEMYSTIFYING TECHNOLOGY TRANSFER in Medical Device Contract Manufacturing

TBMG-340233/1/2019

For medical device developers and original equipment manufacturers (OEMs), the transition from prototype to commercial-scale production with a contract manufacturing organization (CMO) shouldn’t feel like a leap of faith across a giant chasm. The technology transfer phase, in particular, can mean different things to different people. By better understanding technology transfer’s purpose and priorities, device designers and their CMO partners can embark on this important stage more unified in their shared goals. This article offers a roadmap for what to expect during the tech transfer phase of the medical device product life cycle.

System Identification Method for Brake Particle Emission Measurements of Passenger Car Disc Brakes on a Dynamometer

2018-01-188410/5/2018

Besides particulate emissions from engine exhausts, which are already regulated by emission standards, passenger car disc brakes are a source of particulate matter. With the current car fleet it is estimated that up to 21% of the total traffic related PM10 emissions in urban environments originate from brake wear and reduction of brake dust emissions is subject of current research. For the purpose of reducing brake dust emissions by choosing low-emission operating points of the disc brake, the knowledge of the emission behavior depending on brake pressure, wheel speed, temperature and friction history is of interest. According to the current state of research, theoretical white box modeling of the emission behavior is complicated due to the complexity of tribological contact between pad and disc. Thus experimental black box modeling is supposed to describe emission behavior. In order to minimize the influence of disturbances and therefore to improve prediction accuracy of such empirical models, system identification methods based on periodical test signals, such as brake pressure sine, are used for this application. To adopt these test signals, which are established in transfer function measurements, to the application of brake particle measurements and to develop an experimental design, system theoretical quantities, such as cutoff frequency, signal to noise ratio and hysteresis, are determined in dynamometer tests. Therefore measurements of the system’s response to step and sine test signals are analyzed. System identification is executed and the applicability of periodical test signals to brake particle measurements is proven.

Niemann, Hartmut, Winner, Hermann, Asbach, Christof, Kaminski, Heinz, Zessinger, Marco

Validation of Crush Energy Calculation Methods for Use in Accident Reconstructions by Finite Element Analysis

09-06-02-000910/4/2018

The crush energy is a key parameter to determine the delta-V in accident reconstructions. Since an accurate car crush profile can be obtained from 3D scanners, this research aims at validating the methods currently used in calculating crush energy from a crush profile. For this validation, a finite element (FE) car model was analyzed using various types of impact conditions to investigate the theory of energy-based accident reconstruction. Two methods exist to calculate the crush energy: the work based on the barrier force and the work based on force calculated by the vehicle acceleration times the vehicle mass. We show that the crush energy calculated from the barrier force was substantially larger than the internal energy calculated from the FE model. Whereas the crush energy calculated from the vehicle acceleration was comparable to the internal energy of the FE model. In full frontal impact simulations, the energy of approach factor (EAF) has a linear relation with the residual crush, which had been validated in previous experimental studies. In our study using FE analysis, we found that the slope of EAF versus the residual crush was comparable with that of the dynamic crush energy versus the dynamic crush for crashes at 55 km/h. Using this slope and the residual crush from a 55 km/h impact test, the slope and the intercept of the EAF vs. residual crush can be determined using only one crash test. A database of the slopes and the intercepts was made using Japan New Car Assessment Program (JNCAP) tests. In offset impact simulations, the crush energy calculated from the crush profile agreed with the internal energy of the car FE model when at least one front rail was involved. In oblique impacts, the correction factor for crush energy is not necessary within 20 degrees of principal direction of force of the car’s longitudinal axis.

Numata, Shusuke, Mizuno, Koji, Ito, Daisuke, Okumura, Dai

Correlation of “Non-Zero” Speedometer Readings with EDR Data

2018-01-05224/3/2018

Observations made during forensic automotive crash investigations have identified instances of non-zero, post-crash speedometer readings and created questions as to the validity of the indicated speed relative to the vehicle speed at impact. Previously published work has addressed many issues related to the reliability of non-zero, post-crash speedometer readings identified in vehicles as well as motorcycles. Much of this work established criteria that related the reliability of the post-crash needle position to the design of the stepper motor that controls the needle. Part of this criteria is related to the static torque associated with the speedometer needle shaft rotation due to outside (crash) forces. The published criteria were evaluated in staged crash tests which investigated the ability to maintain needle position under longitudinal and lateral forces after an electrical power loss. In an effort to extend the science, this paper compares non-zero, post-crash speedometer readings with event data recorder (EDR) data from twenty-one real-world crashes where both non-zero, post-crash speedometer readings and EDR data were available. Results from this study suggest a positive correlation between non-zero speedometer readings and vehicles experiencing both an electrical power loss and a single impact. However, this study also shows a negative correlation between non-zero speedometer readings and vehicles experiencing an electrical power loss and multiple impacts. Eighteen of the twenty-one vehicles had valid pre-crash EDR speeds. Of those eighteen vehicles, the speedometer position and EDR speed were within ±15% for fourteen of the vehicles. The current study also demonstrates that non-zero tachometer readings do not always improve confidence levels of non-zero speedometer readings. While the post-crash needle position may provide a good estimate of the travel speed of the vehicle at the time of power loss, there are numerous other factors which must be considered prior to accepting these readings.

Yannaccone, John R., Kinder, Robert

Accident Reconstruction with Data Recorded by Electronic Control Units in Vehicles with a Pre-crash Safety System

2018-01-14404/3/2018

Data recorded by vehicle-mounted electronic control units (ECUs) are highly useful in traffic accident reconstruction. In this context, event data recorders (EDRs) are airbag ECU components used to log information from crash events, typically providing data on speed, accelerator operation, RPMs and brake lamp activation for a period of around 5 s before a collision. Information on accelerator/brake lamp operation is very useful in understanding pre-crash driver actions, but the accuracy of EDR speed data must be checked in this regard. Such data are unlikely to reflect actual speed during brake-related skidding, for example, as they are determined from the rotational speed of the drive train. Thus, it is important to check the accuracy of EDR speed data in accident reconstruction. Meanwhile, pre-crash safety systems (PCSs) are also becoming more widespread in automobile usage today. Such systems automatically apply braking in hazardous situations, and the relevant data recorded in the ECU are promising in the field of accident reconstruction. This study involved physical tests in the form of simulated rear-end collisions and the collection of recorded PCS data at the post-test stage. A Subaru Levorg was used as the test vehicle equipped an EyeSight version 3 unit, which incorporates dual color stereo cameras near the rear-view mirror. A PCS provides single-frame data from the point at which system braking is applied, with information including vehicle speed and driver actions. The speed data produced were highly accurate, having been collected before hard braking was applied. Checking to determine the influence of PCS automatic braking on EDR speed data showed that high accuracy was maintained. This is attributable to the PCS limiting deceleration from automatic braking to less than 8.0 m/s2 (0.82 G) in order to prevent skidding.

Oga, Ryo, Takubo, Nobuaki, Kato, Kenshiro, Terashima, Takaaki, Kida, Yuji, Akita, Kimiya, Ambe, Yuuichiro, Ishii, Akinori

An Analysis of EDR Data in Kawasaki Ninja ZX-6R and ZX-10R Motorcycles Equipped with ABS (KIBS) and Traction Control (KTRC)

2018-01-14434/3/2018

Electronic control units (ECU) from Kawasaki Ninja ZX-6R and ZX-10R motorcycles were tested in order to examine the capabilities and behavior of the event data recorders (EDR). All relevant hexadecimal data was downloaded from the ECU and translated using known and historically proven applications. The hexadecimal translations were then confirmed using data acquisition systems as well as the Kawasaki Diagnostic Software (KDS)1. Numerous tests were performed to establish the algorithms which cause the EDR to record data. Issues of sensor and power loss were analyzed and discussed. Additionally, data sets were studied that involved maximum deceleration from ABS brakes. Similarly, data sets that involved traction control intervention were studied and analyzed. It was determined that the EDR recording ‘trigger’ was caused by the activation of the tip-over sensor, which in turn shuts the engine off. However, specific conditions must be met with regards to the rear wheel rotation prior to engine shut-down. An EDR event was only recorded if the motorcycle was commanded to shut-down by the tip-over sensor, and either had rear wheel movement at the time of shut-down or the rear wheel experienced a certain amount of deceleration in the several seconds prior to shut-down. The ‘time zero’ data element was synchronous with the tip-over commanded shut-down signal. Various data elements were stored at either 10 Hz or 2 Hz for a total of 8 seconds of data prior to the commanded engine shut-down. It was determined that ABS and traction control intervention at the rear wheel could still create a sudden deceleration significant enough to trigger an EDR event after tip-over.

Fatzinger, Edward, Landerville, Jon

The Seat Interference Potential as an Indicator for the Aircraft Boarding Progress

2017-01-21139/19/2017

Passenger boarding is always part of the critical path of the aircraft turnaround: both efficient boarding and online prediction of the boarding progress are essential for a reliable turnaround progress. However, the boarding progress is mainly controlled by the passenger behavior. A fundamental scientific approach for aircraft boarding enables the consideration of individual passenger behaviors and operational constraints in order to develop a sustainable concept for enabling a prediction of the boarding progress. A reliable microscopic simulation approach is used to model the passenger behavior, where the individual movement is defined as a one-dimensional, stochastic, and time/space discrete transition process. The simulation covers a broad range of behaviors and boarding strategies as well as the integration of new technologies and procedures. Future cabin management systems will provide an enabling infrastructure to further improve the overall turnaround process and to allow for on-line prediction of specific handling processes. The paper provides a method to indicate the progress of the aircraft boarding. In this context, the aircraft seats are used as a sensor network with the capability to detect the status (free or occupied) of each seat. These individual seat statuses are used to derive an aggregated interference potential of the current seating condition with regards to the passenger seating process. The interference potential is a major indicator for the expected aircraft boarding time. In combination with an integrated airline/airport information management (e.g. sequence of boarding passengers) the boarding progress will be transformed from a black box to a transparent progress with the operator’s online ability to react to significant deviations from the planned progress.

Schultz, Michael

Automated Transfer Function Generator

TBMG-275219/1/2017

When designing or analyzing electrical systems, it is important to understand the relationship between input and output. Power conversion occurs in a “black box,” and transfer functions can be used to provide a better understanding of the processes occurring in this black box. Although they provide a useful analysis tool, transfer functions are not often utilized because they require complicated, time-consuming derivation that ignores nonlinear behavior common in real-world systems.

ENHANCED AIRBORNE FLIGHT RECORDER

ARINC767-1 (Current)5/29/2017

This document is intended to provide design guidance for the development and installation of an Enhanced Airborne Flight Recorder (EAFR). The EAFR standard addresses combinations of any or all of the following in a single Line Replaceable Unit (LRU), a Digital Flight Data Recorder (DFDR) function, a Cockpit Voice Recorder (CVR) function, a data link recording function, and an image recording function. This document does not address the overall flight data recorder system requirements but considers interface and system standards. This document does not replace ARINC Characteristic 747 which defines DFDRs. This document addresses the details of the voice recording function but does not describe the audio distribution system. It does not replace ARINC Characteristic 757 which defines CVRs. The EAFR may be used in a single or dual-redundant installation as permitted by regulation. Both configurations are addressed in this Characteristic.

Airlines Electronic Engineering Committee

Baseline Analysis of Driver Performance at Intersections for the Left-Turn Assist Application

2017-01-00333/28/2017

This study is aimed at supporting left-turn assist (LTA) applications, which provide warnings to drivers making a left turn across the path of oncoming traffic (LTAP/OD scenarios). The primary goal was to provide much-needed information on typical or “baseline” driving in LTAP/OD scenarios that can be used to refine alert criteria to reduce false and nuisance alerts. A secondary goal was to provide performance data useful for informing practical test procedures, e.g., setting turning speed when evaluating LTA applications on a test track. To accomplish this, LTAP/OD events were identified in the databases of two large-scale naturalistic driving studies. For these events, we estimated the size of the gaps in oncoming traffic into which drivers chose to turn, what factors (environmental, demographic, etc.) affected the choice to turn into a gap of a given size, and the speed profiles throughout each turn. The factors with the largest effect on gap size were age and gender, followed by road wetness, whether or not the turning vehicle stopped before turning, and the number of lanes the turning vehicle had to cross. As a counterpoint to this analysis of safe, typical turning behavior, we also identified instances in a national crash database where LTAP/OD maneuvers led to serious collisions involving vehicles equipped with event data recorders, i.e., scenarios where an alert could have been useful. Speed profiles for turning vehicles did not differ strongly for collisions as compared to baseline driving, but estimated gap sizes were shorter.

Stevens, Scott, Bellone, Jeffrey, Azeredo, Philip, Medri, Marisol

Automating Regional Rib Fracture Evaluation in the GHBMC Detailed Average Seated Male Occupant Model

2017-01-14283/28/2017

Computational modeling of the human body is increasingly used to evaluate countermeasure performance during simulated vehicle crashes. Various injury criteria can be calculated from such models and these can either be correlative (HIC, BrIC, etc.) or based on local deformation and loading (strain-based rib fracture, organ damage, etc.). In this study, we present a method based on local deformation to extract failed rib region data. The GHMBC M50-O model was used in a Frontal-NCAP severity sled simulation. Failed Rib Regions (FRRs) in the M50-O model are handled through element deletion once the element surpasses 1.8% effective strain. The algorithm central to the methodology presented extracts FRR data and requires 4-element connectivity to register a failure. Furthermore, the FRRs are localized to anatomical sections (Lateral, Anterior, and Posterior), rib level (1,2,3 etc.) and element strain data is recorded. FRRs crossing multiple anatomical sections were treated in each section but can be back calculated using a total failure count. These were then used to generate visual summaries for each time point with FRRs per each rib level and section depicted numerically and visually through an overlaid heat map. A total failure count is also displayed at the bottom of each table for each side. While correlative solutions for rib injuries have been published, the methodology presented is for users who prefer to investigate rib failure through element elimination. The techniques employed here are similar to methods presented in literature to determine real-world rib fracture location and patterns. A sample case with a nominal delta-V of 56.4 kph was examined for algorithm evaluation.

Guleyupoglu, Berkan, Barnard, Ryan, Gayzik, F. Scott

Real-time Crash Detection and Its Application in Incident Reporting and Accident Reconstruction

2017-01-14193/28/2017

Characterizing or reconstructing incidents ranging from light to heavy crashes is one of the enablers for mobility solutions for fleet management, car-sharing, ride-hailing, insurance etc. While crashes involving airbag deployment are noticeable, light crashes without airbag deployment can be hidden and most drivers do not report these incidents. In this paper, we are using vehicle responses together with a dynamics model to trace back if abnormal forces have been applied to a vehicle so as to detect light crashes. The crash location around the perimeter of the vehicle, the direction of the crash force, and the severity of the crashes are all determined in real-time based on on-board sensor measurements which has further application in accident reconstruction. All of this information will be integrated to a feature called “Incident Report”, which enable reporting of minor accidents to the relevant entities such as insurance agencies, fleet managements, etc. The developed algorithms are being pursued for implementation in a wireless on-board-diagnostic (OBD) dongle using the hardware specific Java format. CAN-bus data, accessed through OBD-II port, are from on-board sensors and the information originated from the control functions such as ABS, TCS, ESC, and/or RCM. The impact triggers are first detected and confirmed, the computed variables are then transferred to the cloud. At this moment, the incident report algorithm, has been developed and verified in CARSIM simulation environment, and is implemented in real-time Java environment.

Panigrahi, Smruti, Lu, Jianbo, Hong, Sanghyun

Bayesian Estimation of Drivers’ Gap Selections and Reaction Times in Left-Turning Crashes from Event Data Recorder Pre-Crash Data

2017-01-14113/28/2017

For at least 15 years it has been recognized that pre-crash data captured by event data recorders might help illuminate the actions of drivers prior to crashes. In left-turning crashes where pre-crash data are available from both vehicles it should be possible to estimate features such as the location and speed of the opposing vehicle at the time of turn initiation and the reaction time of the opposing driver. Difficulties arise however from measurement errors in pre-crash data and because the EDR data from the two vehicles are not synchronized so the resulting uncertainties should be accounted for. This paper describes a method for accomplishing this using Markov Chain Monte Carlo computation. First, planar impact methods are used to estimate the speeds at impact of the involved vehicles. Next, the impact speeds and pre-crash EDR data are used to reconstruct the vehicles’ trajectories during approximately 5 seconds preceding the crash. Interpolation of these trajectories is then used to estimate speeds and distances at critical times. The method is illustrated using three cases from the NASS/CDS database.

Davis, Gary A.

CONTACTS, ELECTRICAL, CONNECTOR, SOCKET,CRIMP REMOVABLE (FOR AS81714 TERMINAL JUNCTION SYSTEM SERIES II)

AS39029/22C (Historical)8/12/2016

AE-8C1 Connectors Committee

EDIF Connectivity, Volume 2

EIAEDIF2 (Current)6/16/2016

Systems Management Council

Airborne Integrated Voice, Data, and ADS-B in Compliance with the FAA and FCC

F-0072-2016-11409

5/17/2016

This paper addresses the design, development, and operations of a portable wireless airborne voice and data communication system that permits use of cell phones without violating the regulatory restrictions of the FCC or FAA. This same system also serves to integrate Automatic Dependent Surveillance - Broadcast (ADS-B) information into a single interoperable solution for improved situational awareness and command and control using commercially available edge devices such as smart phones and tablets. The Airborne Communication Platform™ (ACP), an optional enhancement to the Airborne Flight Reporting System™ (AFRS), provides an affordable, yet robust and FAA and FCC-compliant "black box" for a wide range of real-time voice and data communications between air and ground assets. Through a combination of multi-modal radios and programmable cellular frequencies, both voice telephony and data telemetry are possible using commercial-grade cell phones switched to "Airplane Mode." This enables voice and data communications outside of the restricted frequency range stipulated by either FAA or FCC for aircraft operations. Advantages include sending real-time flight performance, ADS-B information, and systems health and usage data while simultaneously permitting global voice communications on the ground and enroute at any altitude.

Stanzione, Kaydon