NHTSA-Toyota EDR Pre-crash Validation - [PDF Document] (2023)

Event Data Recorder – Pre Crash Data Validation of Toyota Products

VEHICLE RESEARCH AND TEST CENTER EAST LIBERTY OHIO 43319-0337

February 2011

U.S Department of Transportation National Highway Traffic Safety Administration

i

DISCLAIMER

This publication is distributed by the U.S. Department of Transportation, National Highway

Traffic Safety Administration, in the interest of information exchange. The United States

Government assumes no liability for its contents or use thereof. If trade or manufacturers’ names

or products are mentioned, it is because they are considered essential to the object of the

publication and should not be construed as an endorsement. The United States Government does

not endorse products or manufacturers.

ii

Technical Report Documentation Page 1. Report No. NHTSA-NVS-2011-ETC-SR07

2. Government Accession No. 3. Recipient's Catalog No.

4. Title and Subtitle Event Data Recorder – Pre Crash Data Validation of Toyota Products

5. Report Date February 2011

6. Performing Organization Code NVS-313

7. Author(s)

8. Performing Organization Report No. VRTC Report DCD9157-1WDC

9. Performing Organization Name and Address U.S. Department of Transportation National Highway Traffic Safety Administration 1200 New Jersey Ave., S.E. Washington, DC 20590

10. Work Unit No. (TRAIS)

11. Contract or Grant No.

12. Sponsoring Agency Name and Address National Highway Traffic Safety Administration 1200 New Jersey Ave., S.E. Washington, DC 20590

13. Type of Report and Period Covered

14. Sponsoring Agency Code

15. Supplementary Notes This report provides supplementary information to NHTSA Report No. NHTSA-NVS-2011-ETC, “Technical Assessment of Toyota Electronic Throttle Control (ETC) Systems,” January 2011. The Vehicle Research and Testing Center (VRTC) conducted track testing of several Toyota vehicles equipped with independent instrumentation

in order to validate the pre-crash elements of the installed Toyota EDR modules for:

· Brake-light switch status

· Accelerator pedal position/voltage

· Vehicle speed

Test vehicles were:

· Two 2007 Toyota Camrys

· One 2008 Toyota Highlander

Tests involved impacting the rear of a moving target vehicle in order to “wake-up” the EDR/airbag control module without deploying an airbag and

record the event data. In total, 28 events were recorded using this method. Events were recorded with little to no damage to the tested vehicles and

resulted in 100% of the data for brake pedal status, accelerator pedal, and vehicle speed being accurately reported and stored in the vehicle EDRs.

16. Abstract

17. Key Words Sudden acceleration, unintended acceleration, electronic throttle control, Silver Book, EDR, crash data recorder, Toyota

18. Distribution Statement

19. Security Classif. (of this report) Unclassified

20. Security Classif. (of this page) Unclassified

21. No. of Pages

22. Price

Form DOT F 1700.7 (8-72)

iii

TABLE OF CONTENTS 1.0 INTRODUCTION .......................................................................................... 1

2.0 BACKGROUND ............................................................................................. 2

3.0 OBJECTIVE ................................................................................................... 4

4.0 TEST VEHICLES .......................................................................................... 5

4.1 Test Vehicles Information ................................................................................................ 5

4.2 Vehicle Instrumentation ................................................................................................... 5

4.3 Vehicle Preparation .......................................................................................................... 6

5.0 TEST PROCEDURE ...................................................................................... 8

6.0 RESULTS ......................................................................................................10

7.0 CONCLUSION .............................................................................................12

Appendix A .............................................................................................................13

iv

LIST OF FIGURES Figure 1 – Toyota EDR Readout Tool ............................................................................................ 5Figure 2 - NHTSA Data Acquisition System – Front View ........................................................... 6Figure 3 - NHTSA Data Acquisition System – Rear View ........................................................... 6Figure 4 - 2007 Toyota Camry as Tested ....................................................................................... 7Figure 5 - 2006 Toyota Tacoma Target Vehicle ............................................................................ 7Figure 6 - Target Vehicle and 2008 Toyota Highlander Test Vehicle .......................................... 8Figure 7 – Vehicle Impact Zone ..................................................................................................... 9

v

LIST OF TABLES

Table 1 – Test Vehicles ................................................................................................................... 5Table 2 – Validation Test Sequence ............................................................................................. 10

1

1.0

This test program was performed at the Vehicle Research and Test Center (VRTC) in response to

a request by the Office of Defects Investigation (ODI), National Highway Traffic Safety

Administration (NHTSA). The ODI requested that the VRTC develop and execute a test

program that would confirm or nullify the accuracy of the pre-crash data stored in the

supplemental restraint system (SRS) electronic control unit (ECU) control module used in

vehicles produced by Toyota Motor North America Inc. for supplemental use in crash event

evaluations. These tests apply specifically to digitally produced data transmitted to and stored

within a component of the SRS that Toyota refers to as the event data recorder (EDR). The

scope of this report is limited to data integrity related to the accelerator pedal voltages, pedal

mounted- brake light switch states, and vehicle ground speeds leading up to a triggering event,

also referred to as pre-crash (or pre-collision) data. Other pre-crash data as well as post-crash

(post-collision) data were not evaluated in this report.

INTRODUCTION

2

2.0

The term supplemental restraint system (SRS) commonly refers to the overall air bag system of a

motor vehicle. The term is derived from the Federal Motor Vehicle Safety Standard No. 208 that

states “The owner’s manual shall include a statement to the effect that the vehicle is equipped

with an air bag and lap/shoulder belt at both front outboard seating positions, and that the air bag

is a supplemental restraint at those seating positions.”

BACKGROUND

1

The SRS typically contains crash sensors, an electronic control unit (ECU), and air bags. The

crash sensors report data about the dynamic conditions of the vehicle to the SRS ECU. In the

event that the sensors report acceleration changes consistent with a crash sequence, the ECU uses

the data to trigger the inflation of the appropriate air bags.

The SRS ECU performs up to three basic functions. The first and primary function is to activate

the airbags when a crash event is detected. The second is to monitor the SRS for malfunctioning

components, report any faults, disable the system if necessary, and alert the driver about the

malfunction. The third and only more recently available function is to store some or all of the

data being reported immediately before and/or immediately after the time of a crash.

This report is limited to the collection and accuracy of data immediately before the crash from

Toyota products. Therefore, the term EDR will be used in reference to the functional aspect of

the SRS ECU that collects data reported immediately before the crash. Specifically, on Toyota

products tested, the pre-crash data is digitally transmitted to the EDR via the vehicle’s controller

area network (CAN) bus from other vehicle systems. Alternatively, the post-crash data that

records the change in velocity as a result of the crash is recorded by accelerometers used in the

SRS. Post-crash data validation was not within the scope of these tests because it is recorded

differently and offers relatively less useful information regarding causes of crashes.

The EDR system is continually sampling data from various systems available on the CAN bus

anytime the vehicle is operating. The sample frequency is once per second. The memory for the

sample data is sufficient to store five seconds of sampling data and at the end of five seconds, the

oldest sampling time is deleted and overwritten to facilitate recording of the next newest data

1 Code of Federal Regulations 49 Transportation: Part 571.208 S4.5.1

3

sampling. This creates a renewing five second memory that updates every second, while also

deleting data more than five seconds old every second. In the event that the vehicle experiences

rapid acceleration, either negative or positive, beyond what the car would normally be capable of

achieving, collision sensors (accelerometers) register the level of acceleration and transmit this to

the SRS/EDR. This triggers the EDR to lock the five seconds of data and store it as an event.

While this is occurring, the EDR has the capability to continue to store another five seconds of

data for an additional event, which is useful when the vehicle strikes multiple obstacles in a

single crash or if the vehicle experiences more than one crash during its useful life. The two

events can be overlapping and the EDR is capable of recording a limited time between event

triggers, measured in milliseconds. Additionally, not all crashes merit airbag deployment. The

EDR can be triggered to capture and store an event even if the crash is not of sufficient severity

to deploy the air bags. When this occurs, the EDR stores a file referred to as a “non-

deployment” event. While the EDR is capable of storing up to two of these events, if a third

event occurs the oldest event will be overwritten. This is not the case in an airbag deployment

event, where the data is permanently locked and cannot be overwritten by a further event.

4

3.0

The objective of this testing was to verify the accuracy of data collected by Event Data

Recorders (EDR’s) in Toyota products regarding accelerator pedal application, brake pedal

application, and vehicle speed in the five seconds preceding a crash.

OBJECTIVE

5

4.0

4.1

TEST VEHICLES

A total of three test vehicles were chosen from the available inventory of Toyota vehicles

present at VRTC. Selection was based on model years 2007 or newer where the EDR is

equipped with pre-crash data recording capability. These vehicles included a 2007 Camry SE,

2007 Camry LE, and a 2008 Highlander SUV (listed in Table 1 below). Prior to testing, the

EDRs of all the test vehicles were interrogated using an EDR read-out tool (ROT) (shown in

Figure 1) provided by the manufacturer to confirm functionality of the units and clear any

historical data stored.

Test Vehicles Information

Table 1 – Test Vehicles

Figure 1 – Toyota EDR Readout Tool

4.2

The VRTC instrumented each test vehicle with an independent data acquisition instrumentation

package (shown in Figure 2 and Figure 3) that uses dedicated analog devices to record brake

Vehicle Instrumentation

6

pedal application, commanded accelerator position, and Global Positioning System (GPS) based

vehicle speed.

Figure 2 - NHTSA Data Acquisition System – Front View

Figure 3 - NHTSA Data Acquisition System – Rear View

4.3

The driver and passenger air bags were removed for safety. The resistance of the air bag squib

circuit was measured and a resistor of equal value was installed in its place. Each test vehicle

had the fascia removed from the impact zone to limit any damage. A 64-inch section of four

Vehicle Preparation

7

inch by four inch steel box tubing was mounted to each vehicle at the front bumper mounting

points as shown in Figure 4.

Figure 4 - 2007 Toyota Camry as Tested

The target vehicle for all tests was a 2006 Toyota Tacoma. It was equipped in the rear with a

heavy impact bumper (shown in Figure 5). The height of the rear bumper was adjusted to match

the height of the front tubing on each test vehicle. Adjustments were made by adding ballast

weight to the box of the pick-up truck.

Figure 5 - 2006 Toyota Tacoma Target Vehicle

8

5.0

For this validation, it was essential that actual events occur to accurately reproduce the vehicle

dynamics and sensory timing experienced in a collision. Therefore, each vehicle did experience

a real collision with all systems functioning.

TEST PROCEDURE

The VRTC conducted a series of vehicle to vehicle light impacts on all of the test vehicles. The

rear (instrumented test) vehicle pushed the lead (target) vehicle (shown in Figure 6) to a velocity

between 20 and 30 miles per hour and then slowed slightly to create a space between the

vehicles. The test vehicle then accelerated into the rear (impact zone shown in Figure 7) of the

lead vehicle with a differential speed of approximately 2-5 miles per hour. During this

maneuver, the driver varied both brake and accelerator input to test and monitor the activity of

the pre-crash data.

Figure 6 - Target Vehicle and 2008 Toyota Highlander Test Vehicle

9

Figure 7 – Vehicle Impact Zone

When a triggering event (crash) occurred that activated the five second pre-crash data lock on the

EDR, the data regarding the brake, accelerator, and vehicle speed were recorded. For the test, a

controlled crash maneuver was executed to trigger the EDR to record the information. The

independent data acquisition system was continually recording throughout the test. Following

the maneuver, the data from both the EDR and the independent data acquisition computer were

compared for agreement and thus verification.

10

6.0

The three test vehicles collected collision data according to the following matrix (Table 2):

RESULTS

Table 2 – Validation Test Sequence

Vehicle Validation

Test Strike

Sequence

Overall Number of Tests

Camry 4D 1 1 1 1 2 2 2 1 3 2 2 4

Camry 10D 1 1 5

1 2 6 2 1 7 2 2 8

Highlander 1 1 9 1 2 10 2 1 11 2 2 12 3 1 13 3 2 14

The pre-crash data regarding vehicle speed, brake pedal switch status, and accelerator pedal

voltage are measured by various vehicle systems and communicated via the CAN bus to the

EDR. Data point measurements are refreshed at the following rates by the respective vehicle

systems:

· Vehicle speed – Refresh available for sampling every 500 milliseconds (0.500 seconds);

· Brake pedal switch status – Reported when switch state changes (immediately available

for sampling);

· Accelerator pedal voltage – Refresh available for sampling every 512 milliseconds (0.512

seconds).

11

Even though these data are available on the system network, the sample rate of the Toyota EDR

is limited to one cycle per second, or one (1) Hertz, meaning that data stored could be up to

about one-half second old.

The sample rate of NHTSA’s independent data acquisition system was operated at a much higher

rate of 200 cycles per second or 200 Hertz. Plotted results illustrate the comparison between the

NHTSA data acquisition system to the EDR data from each Toyota vehicle, and are available for

all tests in Appendix A, where red lines indicate the recording activity of the NHTSA equipment

and blue dots represent the activity of the Toyota EDR. Note the blue dots are depicted with a

trailing 0.5 second box that represents the potential lag caused by the computer’s relatively low

sample rate. In other words, what is sampled by a EDR computer only once per second could

have occurred slightly in the past, with the maximum reporting delay being bound by the

corresponding box on the graph. Vehicle speed tolerance was set at +/- 1.5 miles per hour.

Vehicle brake status was an on/off state and therefore had no tolerance. Vehicle accelerator

voltages ranged from 0-4 volts and were given a tolerance of +/- 0.1 volts (+/- 2.5%). The data

showed 100% agreement on all data points, accounting for tolerances and time delay limitations.

12

7.0

The data comparison between the NHTSA equipment and the Toyota EDR indicate no errors in

the measurement and storage of pre-crash data, evidenced by about 200 collected data points.

Therefore, there is no basis to reject the validity of the EDR pre-crash data.

CONCLUSION

13

Appendix A

10

20

30

40

Spee

d (m

ph)

Brak

es

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

EDR DataVRTC Data

ON

OFF

Camry 4D Validation Test #1 Strike #1

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

14

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

EDR DataVRTC Data

ON

OFF

Camry 4D Validation Test #1 Strike #2

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

15

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

EDR DataVRTC Data

ON

OFF

Camry 4D Validation Test #2 Strike #1

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

16

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

VRTC DataEDR Data

ON

OFF

Camry 4D Validation Test #2 Strike #2

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

17

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

EDR DataVRTC Data

ON

OFF

Camry 10D Validation Test #1 Strike #1

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

18

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

EDR DataVRTC Data

ON

OFF

Camry 10D Validation Test #1 Strike #2

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

19

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

EDR DataVRTC Data

ON

OFF

Camry 10D Validation Test #2 Strike #1

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

20

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

EDR DataVRTC Data

ON

OFF

Camry 10D Validation Test #2 Strike #2

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

21

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

EDR DataVRTC Data

ON

OFF

Highlander Validation Test #1 Strike #1

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

22

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

EDR Data

ON

OFF

Highlander Validation Test #1 Strike #2

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

23

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

VRTC DataEDR Data

ON

OFF

Highlander Validation Test #2 Strike #1

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

24

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1Time (sec)

EDR DataVRTC Data

ON

OFF

Highlander Validation Test #2 Strike #2

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

25

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

5

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

VRTC DataEDR Data

ON

OFF

Highlander Validation Test #3 Strike #1

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts

26

10

20

30

40Sp

eed

(mph

)Br

akes

1

2

3

4

Acce

lera

tor (

Volta

ge)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

-5 -4 -3 -2 -1 0Time (sec)

VRTC DataEDR Data

ON

OFF

Highlander Validation Test #3 Strike #2

Vehicle Speed

Brakes

Accelerator

Parameter Refresh Rate to CAN Bus is 500 msParameter Tolerance +/- 1.5 mph

Parameter Refresh Rate to CAN Bus is 512 msParameter Tolerance +/- 0.10 volts