Event data recorder
An event data recorder or EDR, similar to an Accident data recorder sometimes referred to informally
as an automotive "black box" (by analogy with the common nickname for flight recorders), is a device
installed in some automobiles to record information related to vehicle crashes or accidents.[1] In the USA
EDRs must meet federal standards, as described within the U.S. Code of Federal Regulations.[2]
In modern diesel trucks, EDRs are triggered by electronically sensed problems in the engine (often called
faults), or a sudden change in wheel speed. One or more of these conditions may occur because of an
accident. Information from these devices can be collected after a crash and analyzed to help determine
what the vehicles were doing before, during and after the crash or event. The term generally refers to a
simple, tamper-proof, read-write memory device.
Contents
History
Regulatory framework
Operation
Data from the Eaton VORAD Collision Warning System
Usage of event data recorders
Accessing event data recorder information
Methods of accessing EDR data
The Bosch CDR tool
Subaru, Kia, and Hyundai EDR tools
NHTSA's Event Data Recorder Ruling
Privacy concerns
Use as evidence in courts
Notable
N.J. Governor Jon Corzine
Mass. Lt. Governor Tim Murray
Video Event Data Recorder
See also
References
External links
History
Since between 2006 and 2012, the US has fitted vehicles with event data recorders, according to
american regulation 49 CFR 563.
Since between 2008 and 2019, Korea has fitted vehicles with event data recorders, according to Korean
regulation KMVSS Art. 56-2 (MOLIT Ord. 534/2018).
Since between 2008 and 2015, Japan has fitted vehicles with event data recorders, according to japanese
regulation J-EDR (Kokujigi 278/2008), for passenger cars.
Since between 2012 and 2015 Switzerland has fitted vehicles with event data recorders, according to
regulation VTS Art. 102, applicable to vehicles with blue lights and sirens.
Since between 2003 and 2005, Uruguay has fitted vehicles with event data recorders, according to
Decree 560/003 Art. 11, for dangerous goods vehicles.
China has drafted a regulation which would become mandatory for all passenger cars as of January
2021[3].
Regulatory framework
In the US 49/563.5 regulatory framework, Event data recorder is defined as a
a device or function in a vehicle that records the vehicle's dynamic time-series data during
the time period just prior to a crash event (e.g., vehicle speed vs. time) or during a crash
event (e.g., delta-V vs. time), intended for retrieval after the crash event. For the purposes of
this definition, the event data do not include audio and video data.
In an EU parliament text adopted in 2019, event data recorder requirements assume:
the data that they are capable of recording and storing with respect of the period shortly
before, during and immediately after a collision shall include the vehicle's speed, braking,
position and tilt of the vehicle on the road, the state and rate of activation of all its safety
systems, 112-based eCall in-vehicle system, brake activation and relevant input parameters
of the on-board active safety and accident avoidance systems, with high level of accuracy
and ensured survivability of data
Operation
Some EDRs continuously record data, overwriting the previous few minutes until a crash stops them, and
others are activated by crash-like events (such as sudden changes in velocity) and may continue to record
until the accident is over, or until the recording time is expired. EDRs may record a wide range of data
elements, potentially including whether the brakes were applied, the speed at the time of impact, the
steering angle, and whether seat belt circuits were shown as "Buckled" or "Unbuckled" at the time of the
crash. Current EDRs store the information internally on an EEPROM until recovered from the module.
Some vehicles have communications systems (such as GM's OnStar system) that may transmit some
data, such as an alert that the airbags have been deployed, to a remote location.
Most EDRs in automobiles and light trucks are part of the restraint system control module, which senses
impact accelerations and determines what restraints (airbags and/or seatbelt tensioners) to deploy.[4]
After the deployment (or non-deployment) decisions are made, and if there is still power available, the
data are written to memory. The data downloaded from older EDRs usually contain 6 to 8 pages of
information, though many newer systems include many more data elements and require more pages,
depending on the make/model/year of the vehicle being evaluated. Depending on the type of EDR, it may
contain either a deployment file or a non-deployment file or sometimes both, depending on the
circumstances of the collisions and the time interval between them, among other things.
It is also possible that no data can be recovered from a data recorder. One situation where this might
occur is a catastrophic loss of electrical power early in a collision event. In this situation, the power
reserve in the restraint system control module capacitors may be completely spent by the deployment of
the air bags, leaving insufficient power to write data to the EEPROM. There are other circumstances
where a module may fail to record a data file as well.
Most EDRs in heavy trucks are part of the engine electronic control module (ECM),[5] which controls
fuel injection timing and other functions in modern heavy-duty diesel engines.[6] The EDR functions are
different for different engine manufacturers, but most recognize engine events such as sudden stops, low
oil pressure, or coolant loss.[7] Detroit Diesel, Caterpillar Inc., Mercedes-Benz, Mack Trucks, and
Cummins engines are among those that may contain this function. When a fault-related event occurs, the
data is written to memory. When an event triggered by a reduction in wheel speed is sensed, the data that
is written to memory can include almost two minutes of data about vehicle speed, brake application,
clutch application, and cruise control status. The data can be downloaded later using the computer
software and cables for the specific engine involved. These software tools often allow monitoring of the
driver hours of service, fuel economy, idle time, average travel speeds, and other information related to
the maintenance and operation of the vehicle.
Some EDRs only keep track of the car's speed along its length and not the speed going sideways.[8]
Analysts generally look at the momentum, energy, and crush damage, and then compare their speed
estimates to the number coming out of the EDR to create a complete view of the accident.[9]
There are many different patents related to various types of EDR features.
Data from the Eaton VORAD Collision Warning System
The Eaton Vehicle Onboard Radar (VORAD) Collision Warning System is used by many commercial
trucking firms to aid drivers and improve safety. The system includes forward and side radar sensors to
detect the presence, proximity and movements of vehicles around the truck to then alert the truck driver.
When sensors determine that the truck is closing on a vehicle ahead too quickly or that a nearby vehicle
is potentially hazardous, the VORAD system gives the driver both a visual and audible warning. The
VORAD system also monitors various parameters of the truck including vehicle speed and turn rate plus
the status of vehicle systems and controls. The monitored data is captured and recorded by the VORAD
system. This monitored data can be extracted and analyzed in the event of an accident. The recorded data
can be used by accident investigators and forensic engineers to show the movement and speed of the host
vehicle plus the position and speeds of other vehicles prior to the incident. In accident reconstruction, the
VORAD system is a step above the EDR systems in that VORAD monitors other vehicles relative to the
host vehicle, while EDR’s only record data about the host vehicle.[10]
Usage of event data recorders
Event data recorders were introduced to American open-wheel championship CART in the 1993
season,[11] and the Formula One World Championship in 1997.[12] Data collected by the recorders was
used to improve safety and design factors in race vehicles[11] and racetracks.[12]
Usage of the device in road vehicles once varied widely from manufacturer to manufacturer, but EDRs
are now mandated in all new vehicles.[2] As of 2003, there were at least 40 million vehicles equipped
with the devices.[13] In the UK many police and emergency service vehicles are fitted with a more
accurate and detailed version that is produced by one of several independent companies. Both the
Metropolitan police and the City of London police are long-term users of EDRs and have used the data
recovered after an incident to convict both police officers and members of the public.
Accessing event data recorder information
Methods of accessing EDR data
Downloading an airbag module in most vehicles is best
accomplished by connecting the appropriate scanning tool to the
Diagnostic Link Connector (DLC) usually found under the
vehicle's dashboard near the driver's knees. Alternately, some
modules can be downloaded "on the bench" after removal from
the vehicle.
Conducting a bench download
The Bosch CDR tool
Over 88% of model year 2016 and newer vehicles are supported
by the Bosch CDR tool, enabling the retrieval of Event Data
Recorder (EDR) data from a vehicle that has been involved in a
crash. This tool is made up of hardware and software which
provides the ability to “image”, “download”, or “retrieve” EDR
data that may be stored in the control modules of passenger cars,
light trucks and SUVs. The software component is a single,
standalone program designed to run in a Windows environment.
The hardware part of the Tool is a collection of components
including cables and adapters which, with proper training and
minimal difficulty, are used to “retrieve” data from supported
vehicles.
Subaru, Kia, and Hyundai EDR tools
Another 11% of model year 2016 and newer vehicles are Downloading a module via the DLC
supported by other EDR tools. The limited need to cover less
commonly supported vehicles may make the initial investment in
software and equipment unnecessary for many in the accident reconstruction or related industries.
NHTSA's Event Data Recorder Ruling
From 1998 to 2001, the National Highway Traffic Safety Administration (NHTSA) sponsored a working
group specifically tasked with the study of EDRs. After years of evaluation, NHTSA released a formal
Notice of Proposed Rulemaking in 2004. This notice declared NHTSA’s intent to standardize EDRs. It
was not until August 2006 that NHTSA released its final ruling (49 CFR Part 563). The ruling was
lengthy (207 pages), consisting of not only definitions and mandatory EDR standards, but also acted as a
formal reply to the dozens of petitions received by NHTSA after the 2004 notice.
Since there was already an overwhelming trend for voluntary EDR installation, the ruling did not require
manufacturers to install EDRs in vehicles produced for North America. Based on its analysis, NHTSA
estimated that by 2010, over 85% of vehicles would already have EDRs installed in them, but warned
that if the trend did not continue, the agency would revisit their decision and possibly make installation a
requirement.
The mandate did, however, provide a minimum standard for the type of data that EDRs would be
required to record: at least 15 types of crash data. Some of the required crash data include pre-crash
speed, engine throttle, brake use, measured changes in forward velocity (Delta-V), driver safety belt use,
airbag warning lamp status and airbag deployment times.
In addition to the required data, NHTSA also set standards for 30 other types of data if EDRs were
voluntarily configured to record them. For example, if a manufacturer configured an EDR to record
engine RPMs or ABS activity, then the EDR would have to record 5 seconds of those pre-crash data in
half-second increments.
Besides the requirement that all data be able to survive a 30 MPH barrier crash and be measured with
defined precision, NHTSA also required that all manufacturers make their EDR data publicly available.
As of October 2009, only General Motors, Ford and Daimler Chrysler had released their EDR data to be
publicly read. In the August 2006 ruling, NHTSA set a time table for all vehicle manufacturers to be in
compliance with the new EDR standards. The compliance date was originally set for all vehicles
manufactured after September 1, 2010. But in 2008, NHTSA pushed the date back to September 1, 2012.
In 2014, it was working on another rule update to give vehicle manufacturers until September 1, 2014,
but that rule was never issued.[14][15]
Privacy concerns
Despite alerts and warnings in their vehicle owner's manual, many drivers are not aware of their vehicle's
recording capability. Civil liberty and privacy groups have raised concerns about the implications of data
recorders 'spying' on car users, particularly as the issue of 'who owns the data' has not yet been fully
resolved, and there has been some controversy over the use of recorded data as evidence in court cases
and for insurance claims against the driver of a crashed vehicle. But the use of EDR data in civil and
criminal court cases is on the rise as they become more accepted as a source of reliable empirical
evidence in accident reconstruction.[16]
Fourteen states have statutes specific to EDRs. Generally, these state statutes restrict access to the EDR
or limit the use of recovered EDR information.
The federal Driver Privacy Act of 2015 was enacted on December 4, 2015. It stated that the owner or
lessee of a motor vehicle is the owner of the data collected by the EDR. In order to access that data, an
investigator would need to (1) be authorized by a court or judicial or administrative authority, subject to
the standards for admission into evidence; (2) obtain the written, electronic or recorded audio consent of
the vehicle owner or lessee; (3) be conducting an investigation or inspection authorized by federal law;
(4) demonstrate it is necessary to facilitate medical care in response to a car accident; or (5) be
conducting traffic safety research, so long as the personal information of the owner/lessee is not
disclosed.[17]
Use as evidence in courts
There have been a number of trial cases worldwide involving EDRs. Drivers have been convicted and
exonerated as a result of EDR evidence.
Examples include:
In New South Wales, Australia, a teen-aged female (a probationary driver) was convicted of
dangerous driving "causing death/occasioning grievous bodily harm" in 2005. Evidence
from the Peugeot's EDR showed that the car was being driven in excess of the posted
speed limit. An injunction against the use of EDR evidence, obtained by the owner of the
car (the parents of the defendant), was overturned in the NSW Supreme Court.
In Quebec, Canada, the driver of a car who sped through a red light, crashing into another
car at the intersection and killing the other driver, was convicted of "dangerous driving" in
2001 after EDR information revealed that it was he, not the deceased driver of the other car
(as the defendant asserted), who was speeding. There were no other witnesses to the
crash.
The first such use of EDR evidence in the United Kingdom was at Birmingham Crown Court
during the trial of Antonio Boparan-Singh who crashed the Range Rover Sport he was
driving into a Jeep in 2006. The accident left a baby girl paralyzed and the driver, who was
aged 19 at the time of the incident, was sentenced to 21 months in prison. The EDR
evidence allowed investigators to determine the driver was speeding at 72 mph in a 30 mph
zone.[18]
Although EDR evidence can be valuable in the litigation of traffic-related accidents and incidents, the
primary purpose of an EDR is to improve driver safety and not to provide data for accident
reconstruction, and courts should consider the limitations of EDR data in determining the cause of traffic
accidents.[19]
Notable
N.J. Governor Jon Corzine
On 12 April 2007, N.J. Governor Jon Corzine was seriously injured in an automobile accident.
According to the superintendent of state police, an Event Data Recorder in the SUV he was traveling in
recorded he was traveling at about 91 MPH five seconds before the crash. The speed limit on the road is
65 MPH. The Governor was not the driver of the vehicle.[20]
Mass. Lt. Governor Tim Murray
On November 2, 2011, Mass. Lt. Governor Tim Murray crashed a government-owned vehicle on a
stretch of Interstate 190.[21] Initially, police investigating did not issue any citations.
Murray initially claimed he simply lost control on the ice, wasn’t speeding, was wearing a seat belt and
braked. But those claims were all later disproven when the Crown Victoria black box data recorder
information was released.[22] The data revealed the car was traveling 108 miles per hour, accelerated, and
the Lt. Governor was not wearing a seat belt at the time the vehicle collided with a rock ledge and flipped
over. Murray was unhurt in the accident.[21]
Video Event Data Recorder
A Video Event Data Recorder (VEDR) is a device that records video in a vehicle to create a record of
accidents and for evaluating driver and vehicle performance.
See also
Accident data recorder
Black box
Data logger
eCall
Forensic engineering
Motor Vehicle Event Data Recorder
Tachograph
Vehicular accident reconstruction
References
1. Larson, Aaron. "What is an Automobile Black Box" (https://www.expertlaw.com/library/accid
ents/auto_black_boxes.html). ExpertLaw. Retrieved 18 June 2017.
2. "49 CFR 563.7" (https://www.gpo.gov/fdsys/pkg/CFR-2010-title49-vol6/pdf/CFR-2010-title49
-vol6-sec563-7.pdf) (PDF). U.S. Government Printing Office. Retrieved 18 June 2017.
3. https://www.unece.org/fileadmin/DAM/trans/doc/2019/wp29grsg/GRSG-116-42e.pdf
4. Hench, David (2 March 2015). " 'Black boxes' in cars capture data, and the truth" (http://ww
w.pressherald.com/2015/03/02/black-boxes-in-cars-capture-data-and-the-truth/). Portland
Press Herald. Retrieved 18 June 2017.
5. Andrews, Dennis F.; Limpert, Rudy (2013). "Electronic Control Module Data in Large Truck
Collision Analysis" (http://www.pcbrakeinc.com/epub/PCB%201-2013f.pdf) (PDF). PC
Brake. Retrieved 19 June 2017.
6. Bosch, Robert (1997). Diesel Fuel Injection. Bosch Technical Instruction. ISBN 1-56091-
542-0.
7. Menig, Paul; Coverdill, Cary (1999). "Transportation Recorders on Commercial Vehicles" (ht
tp://www.nhtsa.gov/DOT/NHTSA/NRD/Articles/EDR/PDF/Research/Transportation_Recorde
rs_on_Commercial_Vehicles.pdf) (PDF). Freightliner Corporation. Retrieved 19 June 2017.
8. Askland, Andrew (Spring 2006). "The Double Edged Sword that is the Event Data
Recorder" (https://web.archive.org/web/20141127142500/http://www.temple.edu/law/tjstel/2
006/spring/v25no1-Askland.pdf) (PDF). Temple Journal of Science, Technology and
Environmental Law. XXV (1): 1–14. Archived from the original (http://www.temple.edu/law/tj
stel/2006/spring/v25no1-Askland.pdf) (PDF) on 27 November 2014. Retrieved 18 June
2017.
9. Engber, Daniel (2006-04-18). "The Ferrari That Split in Half" (http://www.slate.com/id/21401
88/). Slate.com. Retrieved 2010-02-24.
10. "Operation of the Eaton VORAD Collision Warning System and Analysis of the Recorded
Data" (http://www.veritecheng.com/eaton-vorad-collision-warning-system/). David Danaher,
P.E., Jeff Ball, Ph.D., P.E., Trevor Buss, P.E., and Mark Kittel, P.E. 2012-06-14. Retrieved
2012-07-05.
11. "Indy race cars are equipped with Crash Data Recorders to improve safety" (http://www.nhts
a.gov/DOT/NHTSA/NRD/Articles/EDR/PDF/Research/Indy_race_cars_are_equipped_with_
CRASH_DATA_RECORDERS-safety.pdf) (PDF). NHTSA. Instrumented Sensor
Technology, Inc. 7 August 2001. Retrieved 19 June 2017.
12. The Analysis of Accident Data Recorder (ADR) Data in Formula 1 (http://papers.sae.org/20
00-01-3551/) - Peter G. Wright, SAE Technical Paper, 13 November 2000
13. Sharp, Deborah (2003-05-15). "Autos' black-box data turning up in courtrooms" (https://ww
w.usatoday.com/news/nation/2003-05-15-boxes-usat_x.htm). USA Today. Retrieved
2010-02-22.
14. "49 CFR 563.3 - Application" (https://www.law.cornell.edu/cfr/text/49/563.3). Retrieved
7 May 2018.
15. " "Black Boxes" in Passenger Vehicles: Policy Issues" (https://fas.org/sgp/crs/misc/R43651.
pdf) (PDF). Retrieved 7 May 2018.
16. "Is That a 'Black Box' in Your Car?" (http://abcnews.go.com/Technology/MellodyHobson/car-
black-box-records-key-data/story?id=9814181). ABC News. 2010-02-22. Retrieved
2010-02-22.
17. "Driver Privacy Act of 2015 Addresses Privacy Concerns for Data Collected on Event Data
Recorder" (https://www.natlawreview.com/article/driver-privacy-act-2015-addresses-privacy-
concerns-data-collected-event-data). Retrieved 7 May 2018.
18. "How car's black box trapped speeding Rich List heir who left baby paralysed in Range
Rover crash" (https://www.standard.co.uk/news/how-cars-black-box-trapped-speeding-rich-li
st-heir-who-left-baby-paralysed-in-range-rover-crash-6615218.html). London Evening
Standard. 2008-04-04. Retrieved 2010-02-03.
19. "Use of Automobile Black Box Data in Court" (https://www.expertlaw.com/library/accidents/a
uto_black_boxes2.html). ExpertLaw. Retrieved 19 June 2017.
20. "Corzine's SUV traveling 91 mph at time of crash" (http://www.nbcnews.com/id/18158503/).
NBCNews.com. 2007-04-17. Retrieved 2010-02-22.
21. Bierman, Noah (3 January 2012). "Murray was going 100 mph, may have been asleep
before crash" (https://www.bostonglobe.com/metro/2012/01/03/gov-tim-murray-traveling-mp
h-time-nov-crash-fell-asleep-wheel/7GJmpkpIigVGxQd9rv06nI/story.html). Boston Globe.
Retrieved 18 June 2017.
22. Cassidy, Chris (4 January 2012). "Data wrecks Lt. Gov. Tim Murray's tale" (http://www.bosto
nherald.com/news_opinion/local_coverage/2012/01/data_wrecks_lt_gov_tim_murray%E2%
80%99s_tale). Boston Herald. Retrieved 18 June 2017.
External links
“Black Boxes” in Passenger Vehicles: Policy Issues (http://fas.org/sgp/crs/misc/R43651.pd
f?) Congressional Research Service
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