1、IEEE Std 1616-2004IEEE Standards1616TMIEEE Standard for Motor VehicleEvent Data Recorders (MVEDRs)3 Park Avenue, New York, NY 10016-5997, USAIEEE Vehicular Technology SocietySponsored by theMotor Vehicle Event Data Recorder (MVEDR) CommitteeIEEE Standards10 February 2005Print: SH95281PDF: SS95281Cop
2、yright 1998 IEEE All Rights Reserved 1IEEE Std 1616-2004 (R2010)IEEE Standard for Motor Vehicle Event Data Recorder (MVEDR)SponsorMotor Vehicle Event Data Recorder (MVEDR) Committeeof theIEEE Vehicular Technology SocietyApproved 23 February 2005American National Standards InstituteReaffirmed 25 Marc
3、h 2010Approved 3 September 2004IEEE-SA Standards BoardAbstract: A performance standard for MVEDR data collection, storage, and retrieval, to ensure thatcomparable event data parameters are generated by all vehicles, is described.Keywords: crash data, event data recorder, motor vehicleThe Institute o
4、f Electrical and Electronics Engineers, Inc.3 Park Avenue, New York, NY 10016-5997, USACopyright 2005 by the Institute of Electrical and Electronics Engineers, Inc.All rights reserved. Published 10 February 2005. Printed in the United States of America.Second printing 23 February 2005.IEEE is a regi
5、stered trademark in the U.S. Patent (978) 750-8400. Permission to photocopy portions of any individual standard for educationalclassroom use can also be obtained through the Copyright Clearance Center.Note: Attention is called to the possibility that implementation of this standard may require use o
6、f subject mat-ter covered by patent rights. By publication of this standard, no position is taken with respect to the existence orvalidity of any patent rights in connection therewith. The IEEE shall not be responsible for identifying patentsfor which a license may be required by an IEEE standard or
7、 for conducting inquiries into the legal validity orscope of those patents that are brought to its attention.Copyright 2005 IEEE. All rights reserved. iiiIntroductionIn 2000, over 16 million motor vehicle crashes occurred in the U.S., damaging over 27.6 million vehiclesand injuring 5.3 million perso
8、ns. With a crash occurring every two seconds, over 41,000 Americans die fromfatal injuries annually. Motor vehicle crashes are the leading killers of Americans under the age of 34 andthe leading cause of major brain and spinal injuries.The impact of motor vehicle crashes on a society is enormous. Fo
9、r 2000, the National Highway TrafficSafety Administration (NHTSA) estimated the cost of crashes at well over 1/2 billion dollars a day, totaling$230 billion annually. These costs include property damage, medical care, insurance administration,emergency services, legal and court costs, travel delay,
10、productivity losses, and costs to employers.According to the European Transport Safety Council, the numbers in EU countries are quite similar43,000 die and over 3.5 million are injured annually, with motor vehicle injuries being the leading cause ofdeath and hospital admission for citizens under 45.
11、 Globally, vehicle crashes are the single largest cause ofdeath of men between the ages of 15 and 44 and the ninth disease burden worldwide. Currently, worldwide,one person dies every minute of the day in a motor vehicle crash. The World Heath Organization projectsthat by the year 2020 road traffic
12、injuries will be the third highest burden of disease in the world.Crash information is critical to understanding causation leading up to the crash, occupant kinematics andvehicle performance during a crash, and post-crash events. Manufacturers, engineers, policy makers,researchers, and others rely o
13、n crash information to improve vehicle design, shape regulatory policy,develop injury criteria, detect vehicle defects, and resolve investigations and litigation.Motor vehicles have markedly transitioned from mechanical machines with mechanical controls to highlytechnological vehicles with integrate
14、d electronic systems and sensors. Modern automobiles generate, utilize,and analyze electronic data to improve vehicle performance, safety, security, comfort and emissions. Sur-rounding a crash, capture of a subset of vehicle data on an MVEDR makes important information readilyavailable for medical r
15、esponders, crash investigators, and researchers. The degree of societal benefit fromMVEDRs is directly related to the number of vehicles operating with an MVEDR and the ability to retrieveand utilize these data. Having standardized data definitions and formats allows the capture of vehicle crashinfo
16、rmation.The P1616 Working Group of IEEE recognizes the value of improved crash information in improving theknowledge of what happens before, during, and after a motor vehicle crash. Such insights will provide majorbenefits to society and significantly improve the science of motor vehicle crashes. Th
17、is standard defines aprotocol for MVEDR output data compatibility and export protocols of MVEDR data elementsThe impact of improved crash data goes beyond just understanding the dynamics of a crash; it affects a myr-iad of important societal and business functions. With that in mind, the Working Gro
18、up solicited input froma range of end users to help identify important data element and critical uses of motor vehicle crash data.Both individual crash events and aggregate data have value for end users, depending on the application anddata used.Some users and uses include the following: Automotive
19、industry: Data-driven design of vehicles, using larger numbers of crashes across acontinuum of severity; early evaluation of system and vehicle design performance; and internationalharmonization of safety standards.This introduction is not part of IEEE Std 1616-2004, IEEE Standard for Motor Vehicle
20、Event Data Recorder(MVEDR).iv Copyright 2005 IEEE. All rights reserved. Insurance industry: Help to identify fraudulent claim, costing more than $20 billion annually;improve risk management; expedite claims and decrease administrative cost. Insurers require accu-rate crash data for subrogation of cl
21、aims and recovery of expenses. Government: Promulgating and evaluating standards; identifying problem injuries and mechanisms;stipulating injury criteria and investigating of defects. State and local officials require crash informa-tion to identify problem intersections and road lengths, to determin
22、e hazard countermeasures, and toevaluate the effectiveness of safety interventions. Researchers: Human factors research, such as the man-machine interface; crash causation, theeffects of aging and medical conditions, and fatigue; biomechanics research on human response tocrashes, harmonized dummy de
23、velopment, and injury causation. Medical providers: On-scene field triage of motor vehicle crash victims; improved diagnostic andtherapeutic decisions; automatic notification of emergency providers; better organization of traumaand EMS system resources. The Public: Better policies, vehicle design, e
24、mergency response, roadway design, and driving habits;lowered insurance costs, decreased possibility for fraud; fewer crashes and more efficient systems.Notice to usersErrataErrata, if any, for this and all other standards can be accessed at the following URL: http:/standards.ieee.org/reading/ieee/u
25、pdates/errata/index.html. Users are encouraged to check this URL forerrata periodically.InterpretationsCurrent interpretations can be accessed at the following URL: http:/standards.ieee.org/reading/ieee/interp/index.html.PatentsAttention is called to the possibility that implementation of this stand
26、ard may require use of subject mattercovered by patent rights. By publication of this standard, no position is taken with respect to the existence orvalidity of any patent rights in connection therewith. The IEEE shall not be responsible for identifyingpatents or patent applications for which a lice
27、nse may be required to implement an IEEE standard or forconducting inquiries into the legal validity or scope of those patents that are brought to its attention. A patentholder or patent applicant has filed a statement of assurance that it will grant licenses under these rightswithout compensation o
28、r under reasonable rates and nondiscriminatory, reasonable terms and conditions toapplicants desiring to obtain such licenses. The IEEE makes no representation as to the reasonableness ofrates, terms, and conditions of the license agreements offered by patent holders or patent applicants. Furtherinf
29、ormation may be obtained from the IEEE Standards Department.Copyright 2005 IEEE. All rights reserved. vParticipantsThe following is a list of corporate and individual participants in the motor vehicle event data recorder effortof the MVEDR Working Group. Voting members at the time of publication are
30、 marked with an asterisk (*).Thomas M. Kowalick* and James E. Hall*, Co-ChairsAnthony A. Huffman*, SecretaryRobert C. McElroy*, TreasurerActica CorporationAmerican Public Transportation Association (APTA)*AutomotiveSFreightliner, LLCGeneral Motors CorporationIndependent WitnessNational Transportatio
31、n SafetyBoard (NTSB)*Nissan North AmericaRamtron InternationalSafety Intelligent Systems (SIS)*Society of Automotive Engineers(SAE)Toyota North AmericaVeridian Engineering IT*William Lehman Injury Research Center Part 571.101: Controls and displays(revised as of 2002).93. Definitions, acronyms, and
32、abbreviations3.1 Definitions 3.1.1 ABS activity: This indicates that the anti-lock brake system (ABS) is actively controlling the vehiclesbrakes.3.1.2 anti-lock brake system (ABS): A means to maintain directional stability and control during brakingof a vehicle.3.1.3 capture: The process of saving r
33、ecorded data.5IEEE publications are available from the Institute of Electrical and Electronics Engineers, Inc., 445 Hoes Lane, Piscataway, NJ 08854,USA (http:/standards.ieee.org/).6ISO publications are available from the ISO Central Secretariat, Case Postale 56, 1 rue de Varemb, CH-1211, Genve 20, S
34、witzer-land/Suisse (http:/www.iso.ch/). ISO publications are also available in the United States from the Sales Department, AmericanNational Standards Institute, 25 West 43rd Street, 4th Floor, New York, NY 10036, USA (http:/www.ansi.org/).7SAE publications are available from the Society of Automoti
35、ve Engineers, 400 Commonwealth Drive, Warrendale, PA 15096, USA(http:/www.sae.org/).8This publication is available from http:/www.usb.org/developers/docs/.9CFR publications are available from the Superintendent of Documents, U.S. Government Printing Office, P.O. Box 37082, Washing-ton, DC 20013-7082
36、, USA (http:/www.access.gpo.gov/). IEEEFOR MOTOR VEHICLE EVENT DATA RECORDER (MVEDR) Std 1616-2004Copyright 2005 IEEE. All rights reserved. 53.1.4 crash: An unusual or unstable event or an occurrence in a sequence of events that produces injury,death, and/or damage to one or more vehicles involving
37、a motor vehicle in transport. 3.1.5 crash pulse: The acceleration-time history of the occupant compartment of a vehicle during a crash.This is represented typically in terms of acceleration as multiples of the standard calculational value for theacceleration due to gravity, gn(= 9.806 65 m/s2, exact
38、ly), plotted against time in milliseconds (1 ms =0.001 s). The crash pulse determines the tests severity of the crash: an occupant will undergo greater forcesif the crash pulse accelerations are higher at the peak or if the duration of the crash pulse is shorter. Localvalues for the acceleration due
39、 to gravity, g, may differ from gnsignificantly and vary from one locale to thenext and in some areas with tidal conditions; hence gnis the international standard calculational basis.3.1.6 crash severity: The most severe injury sustained in the crash as recorded on the police accident report(PAR) an
40、d consists of: property damage only (no injuries); minor or moderate (evident, but not incapacitat-ing; complaint of injury; or injured, severity unknown); severe or fatal (killed or incapacitating). 3.1.7 data definition: A description of the format, structure, and properties of a data element.3.1.
41、8 data dictionary: A collection of entries specifying the name, source, usage, and format of each dataelement used in a motor vehicle system or set of systems.3.1.9 data element: A uniquely named and defined component of a data definition; a data “type” in whichdata items (actual values) can be plac
42、ed.3.1.10 delta-v (v): For vehicles with only longitudinal acceleration measurement capability, the change invelocity of the vehicle along the longitudinal axis, and for vehicles with both longitudinal and lateralacceleration measurement capability, the change in velocity of the resultant of the lon
43、gitudinal and lateralvehicle velocity time histories, within the time interval starting from the time zero and ending 5000 ms aftertime zero.3.1.11 deployment level: The highest level inflator ignited in an air bag deployment.3.1.12 disposal: The deployment of the second (or higher, if present) stag
44、e of a frontal air bag for the pur-pose of disposing the propellant from the air bag device.3.1.13 dual-stage event: An event that is a sequence of two single-stage events within a period of time.3.1.14 engine RPM: For vehicles powered by internal combustion engines, the number of revolutions permin
45、ute of the main crankshaft of the vehicles engine, and for vehicles not powered by internal combustionengines, the number of revolutions per minute of the motor shaft at the point at which it enters the vehicletransmission gearbox. The universal unit symbol for RPM is r/min.3.1.15 engine throttle, p
46、ercent full: For vehicles powered by internal combustion engines, the percent ofthe engine throttle opening compared to the full open position of the engine throttle opening, and for vehi-cles not powered by internal combustion engines, the percent of vehicle accelerator depression compared tothe fu
47、lly depressed position.3.1.16 event: A change in the condition or performance of interest at a specific time that causes the triggerthreshold to be met or exceeded after the end of the 500 ms period for recording data regarding the immedi-ately previous event.3.1.17 event data recorder (EDR): A devi
48、ce or function in a vehicle that records any vehicle or occupant-based data just prior to or during a crash, such that the data can be retrieved after the crash, including vehicleor occupant-based data included in any of the data elements of this standard, IEEE Std 1616-2004.IEEEStd 1616-2004 IEEE S
49、TANDARD6 Copyright 2005 IEEE. All rights reserved.3.1.18 forward seat position: A seat position that is in the forward-most third of the measured distancebetween the full forward and the mid-track positions of the seat.3.1.19 frontal air bag: The primary inflatable occupant restraint device that is designed to deploy in a fron-tal crash to protect the front seat occupants.3.1.20 ignition cycle, crash: The number (count) of the ignition key applications sufficient to start theengine and/or the power vehicle accessories, from the date of manuf
