Heavy Vehicle Event Data Recorders - University of Tulsatucrrc.utulsa.edu/members/Inline - Chevy...
Transcript of Heavy Vehicle Event Data Recorders - University of Tulsatucrrc.utulsa.edu/members/Inline - Chevy...
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Heavy Vehicle Event Data Recorders
NTSS 2013 http://tucrrc.utulsa.edu 1
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HOW EVENTS GET SET IN AN ENGINE CONTROL MODULE
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Overview
Vehicle Speed Data
Vehicle Networking J1708/J1587
J1939 and Controller Area Networks
Synchronized Testing Results Network Data, EDR Data, and GPS Data
Out-of-service brakes
Review of TUCRRC Website Content
Digital Forensics for HVEDRs
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Electronic Control Modules A computerized system that controls the operation of
different aspects of the vehicle. Engine Control Module (ECM) Electronic Brake Controller (EBC) Automatic Transmission Controller Body Controller GPS and Telematics Unit Collision Avoidance Systems Potentially a dedicated Event Data Recorder…
Definition in SAE J2728: An electronic control unit (ECU) is an electronic subsystem that manages the functions of a vehicle system or components. ECUs are often called electronic control modules, or ECMs, or simply modules.
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We can’t work with this one
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Missing Data??
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Types of ECM Data
Event Data
Sudden deceleration (e.g. decrease of 7 mph/s)
Last Stop trigger
Diagnostic trigger
Fault Freeze Frame Data
Historical Data
Recorded by ECM for Use
Configuration Data
Programmed into ECM NTSS 2013 http://tucrrc.utulsa.edu 7
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Pavement to EDR Data
Wheels Turn VSS Signal Generated
ECM Calculates
Speed
Data Transmitted on Network
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Sensing Speed
A magnetic pick-up uses variable reluctance to sense the rotation of the tailshaft.
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Tone Ring Transmission
Tailshaft Magnetic
Pickup
Transmission
Tailshaft
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Vehicle Speed
Sensor
16 Tooth
Tone Ring
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Pavement to EDR Data
Wheels Turn VSS Signal Generated
ECM Calculates
Speed
Data Transmitted on Network
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Speed Sensing In Action
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Describing a Signal
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eDAQ-DDEC6TestingWithHathaway.sie - [email protected]_1
Time(secs)
212.26 212.28 212.30 212.32 212.34
Wh
ee
lSp
ee
d(m
illi
vo
lts
)
-2000
-1500
-1000
-500
0
500
1000
Pe
ak –
to-P
ea
k, V
pp
Period, T
Frequency (Hz) = 1/T
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Describing a Signal (Cont.)
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eDAQ-DDEC6TestingWithHathaway.sie - [email protected]_1
Time(secs)
212.26 212.28 212.30 212.32 212.34
Wh
ee
lSp
ee
d(m
illi
vo
lts
)
-2000
-1500
-1000
-500
0
500
1000
Offset Am
plit
ud
e
DC Value or
Mean Value
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Actual Vehicle Speed Sensor Signals
Wire pierce near the sensor
Record with the Analog In feature of the eDAQ.
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Exhaust
Signal Wires
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Example of Actual Speed Sensor Signal
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VSS Tone Ring Signal (0.1 V)
Time(secs)
245 250 255 260
Sp
ee
d (
MP
H)
-70
-60
-50
-40
-30
-20
-10
0
10
20
30GPS Based Vehicle Speed (MPH)
VSS Check Pulses
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Example of Actual Speed Sensor Signal (Zoomed)
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VSS Tone Ring Signal (0.1 V)
Time(secs)
255.31 255.32 255.34
Sp
ee
d (
MP
H)
-70
-60
-50
-40
-30
-20
-10
0
10
20
30GPS Based Vehicle Speed (MPH)
x:255.30171 y:-10.3896 n:2302543
x:255.3 y:24.0398 n:18420
x:255.33927 y:-10.3927 dx:0.03756 dy:-0.00311184
x:255.34 y:24.0709 dx:0.04 dy:0.0310764
6 pulses in 0.03756 seconds with 2.93
gears and 19.5 inch radius = 23.7 mph
(GPS = 24.04 mph)
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Example of Actual Speed Sensor Signal (Starting)
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VSS Tone Ring Signal (0.1 V)
Time(secs)
247.0 247.5 248.0
Sp
ee
d (
MP
H)
-25
-20
-15
-10
-5
0
5
10GPS Based Vehicle Speed (MPH)
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Example of Actual Speed Sensor Signal (Stopping)
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VSS Tone Ring Signal (0.1 V)
Time(secs)
259.0 259.5 260.0 260.5
Sp
ee
d (
MP
H)
-35
-30
-25
-20
-15
-10
-5
0
5
10GPS Based Vehicle Speed (MPH)
Gap shows tire
“stick-slip”
when finishing
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Speed Sensing Observations
Amplitude of the signal increases with speed.
Frequency of the signal increases with speed.
Peak to Peak may go from 10 mV to over 10 V.
May not be referenced to common ground.
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Pavement to EDR Data
Wheels Turn VSS Signal Generated
ECM Calculates Speed
Data Transmitted on Network
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Determining Speed
A Signal Conditioning chip converts the analog signal into a pulse train.
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Determining Speed (Cont.)
The ECM counts the number of pulses in a given unit of time, say 0.1 seconds.
The number of pulses is converted to a distance using pulses per mile (ppm).
Example: 60 pulses in 0.1 seconds. 60 pulses
0.1 sec×
mile
29126 pulses×
3600 sec
1 hour= 74.1 mph
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Getting Pulses Per Mile
Ask the Engine Control Module:
J1587 PID 228: Speed Sensor Calibration
Software output (DDDL shown here)
3.700 x 16 x 492 = 29126.4 ppm
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Confirming Pulses Per Mile
Physically Inspect the Vehicle
Component Information (maybe in the glovebox)
Tells what components to expect
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3.70
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Axle Tag Shows Gear Ratio
Tag may not be readable.
This one says RATIO 00370.
Look for signs of repair.
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Estimate Rolling Radius
Method 1: Level and Tape Measure
Measure from center to ground of drive wheels
Typical ~19.5-21 inches
Circumference = 3.1415 x 2 x radius, which has units of inches per revolution
Method 2: Mark the drive wheels and direct measure circumference
Put grease on the tread and measure the spacing of the grease mark on the pavement
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Looking Up Rolling Radius
Example:Google “michelin truck tire data book”
http://www.tiregroup.com/Catalogs/PDF%20Catalogs/Michelin.pdf
Other manufacturers have similar data
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Looking Up Rolling Radius
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Measuring Rolling Radius
SAE J1025 to get Revolutions per mile
Long distance controlled tests
1.5% Accuracy
According to the Michelin Truck Tire Service Manual, “The accuracy of the tire revolutions per mile number is +/- 1%”
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Calculating Revs Per Mile
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Multiply by the gear ratio and number of teeth to get Pulses Per Mile (492)(3.7)(16) = 29126.4 ppm
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What if our rolling radius estimate is off?
If Rolling Radius = 20.5 inches,
600 pulses in 1 second gives 74.16 mph
If Rolling Radius is 19.5 inches, 600 pulses in 1 second gives 70.57 mph
Difference of 3.59 mph is about 5%.
Differences magnitudes are less for lower speeds
Pavement type and tread geometry have minor effects
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Other Factors Affecting Speed
Heavier Load -> Smaller Rolling Radius -> Lower Speed
Low Tire Pressure -> Smaller Rolling Radius -> Lower Speed
Treadwear -> Smaller Rolling Radius -> Lower Speed
Tire Slip When Braking -> Less Revolutions -> Lower Speed
Tire Slip Under Power -> More Revolutions -> Higher Speed
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Pavement to EDR Data
Wheels Turn VSS Signal Generated
ECM Calculates Speed
Data Transmitted on Network
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1
-1
-0.8
-0.6
-0.4
-0.2
0
0.2
0.4
0.6
0.8
Time
0.10 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
SineSine
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Simulating Our Own Speeds
Use a function generator to insert signals on the Vehicle Speed Sensor (VSS) circuit.
Only frequency matters
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Result: Truck-in-a-box
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Overall System
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Pavement to EDR Data
Wheels Turn VSS Signal Generated
ECM Calculates Speed
Data Transmitted on Network
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Heavy Vehicle Networks
Simplify Wiring
Enables multiple systems on one bus
Data sharing between ECUs
External interface with 6 or 9-pin connector
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Network Standards
SAE J1708 and J1587
Based on a 9600 baud RS-485 connection
Similar to the serial port on a computer
Phased out, but still on the road (DDEC 4 and 5, Cat ADEM3)
SAE J1939
Based on a 250,000 baud Controller Area Network (CAN) connection
CAN is used on passenger cars too.
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J1708 Network Messages
Speed signals are interpreted and broadcast as serial messages in frames.
J1708 Frame:
MID: Message Identifier
128 (0x80) for Engine
183 (0xB6) for Off-board Programming Station
PID: Parameter Identification
84 (0x54) for Road Speed
190 (0xBE) for Engine Speed
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MID PID DATA Checksum
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Interpreting J1708 Data
Use J1587 as the roadmap
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Example Speed Data
J1708 Hex Serial Data is found in a log file:
MID: Engine
PID: Road Speed
Determine Decimal (55 in this case)
Multiply by 0.5 (27.5 in this case)
Append units from J1587: 27.5 mph
NTSS 2013 http://tucrrc.utulsa.edu 43
Line Abs Time(Sec) Rel Time (Sec) Er Tx Description MID PID DATA 24723 538.7992186 0.005920976 F F J1708 $80 80 54 37
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Converting Hex to Decimal
Excel: =HEX2DEC(“37”)
Windows Calculator:
NTSS 2013 http://tucrrc.utulsa.edu 44
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There are 10 types of people in this world:
Those that understand binary and those that don’t.
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Why does this matter?
The SAE Standards explain many of the parameters in the EDR reports.
Can not expect better than 0.5 mph accuracy on J1708 based vehicles.
Network traffic reflects ECU computed data
If network traffic is accurate, then EDR data is likely accurate.
Network data is the source for telematics units (e.g. Qualcomm).
Enables assessment without the need to set events.
More data samples
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Controller Area Networks Controller Area Network (CAN) serial bus
introduced by Bosch in 1986 A 2-wire bus with multi-master capability with
Collision Detection, Arbitration, and Error Checking Result: nearly 100% data integrity in harsh
environments
Implemented using CAN transceiver hardware Motorola / Microchip Amtel Freescale Semiconductors
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http://tucrrc.utulsa.edu 48
CAN Messages
29-bit Identifier
(Arbitration)
Data Field Error Checking Control
Field
Data typically transferred up to 8 bytes at a time
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SAE J1939
Built on CAN at 250,000 bits/s
Fast enough for real-time control
Uses the message identifier to define purpose.
Defines everything from physical connections to diagnostic applications.
Provides the basis for understanding and interpreting some of the data.
NTSS 2013 http://tucrrc.utulsa.edu 49
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J1939 Connector (9-Pin)
Pin A: Battery (-)
Pin B: Battery (+)
Pin C: CAN High
Pin D: CAN Low
Pin E: CAN Shield
Pin F: J1708 (+)
Pin G: J1708 (-)
Pin H: OEM Use or 2nd CAN High
Pin J: OEM Use or 2nd CAN Low
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APPLICATIONS TO HEAVY VEHCILES
Data Acquisition and
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Vehicle Description
2008 Freightliner
Single Drive Axle
DDEC VI equipped Detroit Diesel Series 60 Engine
Eaton 10 Speed Manual
2.93:1 Rear Axle Ratio
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Component Information
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Procedure
Training Facility Driving (i.e. Closed Course)
Straight line runs with at least 2 hard brake events
Multiple Configurations
Bobtail
Single Pup
Twin Pups
Record while hitching and releasing pups
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Correlated Data Gathering
Simultaneously obtain Tone Ring (VSS) Signals
J1939 Network Traffic (e.g. Wheel-based Vehicle Speed)
J1708 Network Traffic (e.g. Road Speed)
GPS Based Speeds (Vbox 3i and eGPS-200)
Tape Switch on Brake Pedal
Brake Chamber Pressures
Perform multiple hard braking events
Download HVEDR Data
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Instrument Setup
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Instrument Setup (cont.)
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Details on Instrumentation with links: http://tucrrc.utulsa.edu/CorellatedDDEC6DataSet.html
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Nice signals give predictable and reliable results.
Higher speeds
Lab Simulated Sine Waves
Real Signals may not be nice at low speeds
Compromised circuit
Drive train rattle
Vibration
Longer sample times smooth out noise
1
-1
-0.8
-0.6
-0.4
-0.2
0
0.2
0.4
0.6
0.8
Time
0.10 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
SineDC with Uniform Noise
Speed Spikes and Noise
NTSS 2013 http://tucrrc.utulsa.edu 59
1.6
-1.6
-1.4
-1.2
-1
-0.8
-0.6
-0.4
-0.2
0
0.2
0.4
0.6
0.8
1
1.2
1.4
Time
0.10 0.005 0.01 0.015 0.02 0.025 0.03 0.035 0.04 0.045 0.05 0.055 0.06 0.065 0.07 0.075 0.08 0.085 0.09 0.095
Sine with Uniform NoiseDC with Uniform Noise
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Speed Spikes at Shift Points
External GPS
Tone Ring Signal
J1939 Speed
NTSS 2013 http://tucrrc.utulsa.edu 60
eDAQ-DDEC6TestingWithHathaway.sie - GPS@speed_raw3d.RN_8
sp
ee
d_
raw
3d
(km
/h)
0
5
10
15
20
25
eDAQ-DDEC6TestingWithHathaway.sie - [email protected]_8
Wh
ee
lSp
ee
d(m
illi
vo
lts
)
-12000-10000-8000-6000-4000-2000
02000
eDAQ-DDEC6TestingWithHathaway.sie - [email protected]_8
Time(secs)
65 70 75 80 85
Wh
Bs
Ve
hS
p(k
m/h
)
0
5
10
15
20
25
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Speed Spikes at Shift Points eDAQ-DDEC6TestingWithHathaway.sie - GPS@speed_raw3d.RN_8
sp
ee
d_
raw
3d
(km
/h)
10.811.011.211.411.611.812.012.212.4
eDAQ-DDEC6TestingWithHathaway.sie - [email protected]_8
Wh
ee
lSp
ee
d(m
illi
vo
lts
)
-5000-4000-3000-2000-1000
01000
eDAQ-DDEC6TestingWithHathaway.sie - [email protected]_8
Time(secs)
70.4 70.6 70.8 71.0
Wh
Bs
Ve
hS
p(k
m/h
)
91011121314151617
External GPS
Tone Ring Signal
J1939 Speed
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Signal Noise When Slow
Some Event Records may show unphysical speed spikes (i.e. 0-55mph in 1 second).
The speed sensing circuit automatically increases sensitivity with lower amplitudes
More susceptible to noise
Can happen with impulses that cause drivetrain rattle
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Tone Ring Noise From Trailer Connection
External GPS
Tone Ring Signal
J1939 Speed
NTSS 2013 http://tucrrc.utulsa.edu 63
eDAQ-DDEC6Testing.sie - GPS@speed_raw3d.RN_11
sp
ee
d_
raw
3d
(km
/h)
0
1
2
3
4
5
eDAQ-DDEC6Testing.sie - [email protected]_11
Wh
ee
lSp
ee
d(m
illi
vo
lts
)
-500
0
500
1000
1500
eDAQ-DDEC6Testing.sie - [email protected]_11
Time(secs)
269.5 270.0 270.5 271.0 271.5 272.0 272.5
Wh
Bs
Ve
hS
p(k
m/h
)
0.00.51.01.52.02.53.03.54.0
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Speed Comparison
eGPS-200 from eDAQ
Vbox 3i GPS
J1939 Network
Wheel-based Vehicle Speed (Tone Ring)
Front Axle Speed (Electronic Brake Controller)
J1708 Network
Road Speed
DDEC Reports
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Speed Records
NTSS 2013 http://tucrrc.utulsa.edu 65
J1939: Wheel-Based Vehicle Speed
Time(secs)
50 100 150
Sp
ee
d (
mp
h)
0
10
20
30
40
50
60
J1939: Front Axle Speed
GPS: VBOX 3i
GPS: eGPS-200
J1708: Road Speed
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Speed Records Hard Brake
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J1939: Wheel-Based Vehicle Speed
Time(secs)
150 152 154 156 158
Sp
ee
d (
mp
h)
0
10
20
30
40
50
60
J1939: Front Axle Speed
GPS: VBOX 3i
GPS: eGPS-200
J1708: Road Speed
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Zoom on Speed Feature
NTSS 2013 http://tucrrc.utulsa.edu 67
J1939: Wheel-Based Vehicle Speed
Time(secs)
155.0 155.2 155.4 155.6
Sp
ee
d (
mp
h)
6
8
10
12
14
16
18
J1939: Front Axle Speed
GPS: VBOX 3i
GPS: eGPS-200
J1708: Road Speed
x:155.109 y:7.9873 n:155109
x:155.109 y:15.0739 n:155109
x:155.109 y:14.8695 n:155109
x:155.11 y:14.6489 n:31022
x:155.109 y:10 n:155109
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Compare Tone Ring Signal to ECM Calculated Speed
NTSS 2013 http://tucrrc.utulsa.edu 68
eDAQ-DDEC6Testing.sie - [email protected]_2
Wh
ee
lSp
ee
d(m
illi
vo
lts
)
-2000-1000
0100020003000400050006000
eDAQ-DDEC6Testing.sie - [email protected]_2
Time(secs)
154.8 155.0 155.2 155.4 155.6
Ro
ad
Sp
ee
d(m
ph
)
8
10
12
14
16
18
20
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DDEC Reports Data
NTSS 2013 http://tucrrc.utulsa.edu 69
0
500
1000
1500
2000
2500
0
10
20
30
40
50
60
-60 -50 -40 -30 -20 -10 0 10
En
gin
e S
pe
ed
(rp
m)
Sp
eed
(m
ph
)
Time (sec)
Hard Brake
DDEC Reports Speed
DDEC Reports RPM
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Merge DDEC Data with Network Data
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0
500
1000
1500
2000
2500
0
10
20
30
40
50
60
-60 -50 -40 -30 -20 -10 0 10
En
gin
e S
pe
ed
(rp
m)
Sp
eed
(m
ph
)
Time (sec)
Hard Brake
DDEC Reports Speed
Wheel-based Vehcle Speed
DDEC Reports RPM
J1939 RPM
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Speed Data Observations
Network speed data are about 0.1 second be hind tone ring signal.
GPS units tracked each other around 0.2 mph difference
Front Axle Speed over reported speed
Likely reduced rolling radius from treadware
From the Electronic Brake controller
Road Speed (J1708) and Wheel-based Vehicle Speed (J1939) show drops in speed
Tire slip from braking
Used the same tone ring sensor
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Air Pressure Transducer (Front Axle)
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Air Pressure Transducer (Rear Axle)
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Air Pressure for ABS Braking
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eDAQ-DDEC6Testing.sie - [email protected]_2
Time(secs)
150 152 154 156 158
Bra
ke
Pre
ss
LR
(PS
I)
-20
0
20
40
60
80
100
120
eDAQ-DDEC6Testing.sie - [email protected]_2
eDAQ-DDEC6Testing.sie - [email protected]_2
eDAQ-DDEC6Testing.sie - [email protected]_2
eDAQ-DDEC6Testing.sie - [email protected]_2
eDAQ-DDEC6Testing.sie - [email protected]_2
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Left Rear Brake Pressure with Wheel-Based Speed
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eDAQ-DDEC6Testing.sie - [email protected]_2
Time(secs)
150 152 154 156 158
Wh
Bs
Ve
hS
p(k
m/h
)
-20
0
20
40
60
80
100eDAQ-DDEC6Testing.sie - [email protected]_2
Increase in pressure
causes wheel slip
and decrease in
measured speed.
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Bobtail Braking Results
J1939 brake switch status lags tape switch by 0.07 seconds.
15 psi builds in that time.
40 psi (average operational pressure) lags by 0.25 psi
Data show the pressure modulation from the ABS system.
Front axle pressures tracked each other.
No modulation needed.
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Determining Drag Factor
f = [ (v2 – v1) / (t2 – t1) ] / g
where
v1 is speed at time t1
v2 is speed at time t2
g is the acceleration due to gravity in the same units of v/t.
Example: g = 32.2 ft/s x 3600 sec/hour 5280 ft/mile = 21.95 mph/s
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eDAQ-DDEC6Testing.sie - GPS@speed_3d.RN_2
Time(secs)
145 150 155 160
sp
ee
d_
3d
(km
/h)
0
20
40
60
80
100
Acceleration is the slope
NTSS 2013 http://tucrrc.utulsa.edu 78
DV
Dt a = (v2-v1) / (t2 – t1)
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Drag Factor Results
Run Description v1 (km/h) v2 (km/h) t1 (sec) t2 (sec) Drag Factor
2a First hard brake - tactor 81.23 2.53 91.895 98.450 -0.34
2b Second hard brake - tractor 79.31 7.85 150.935 156.465 -0.366
3a Third hard brake - tractor 83.4 5.73 82.485 88.830 -0.347
3b Fourth hard brake - tractor 57.32 9.82 147.170 151.170 -0.336
5a First hard brake with single trailer 75.19 4.20 244.835 250.310 -0.367
5b Second hard brake with single trailer 68.82 3.18 301.950 307.080 -0.362
6a Third hard brake with single trailer 71.78 6.01 231.945 236.730 -0.389
6b Fourth hard brake with single trailer 69.13 3.68 311.970 316.760 -0.387
9a First hard brake with two trailers 65.18 3.95 96.445 100.630 -0.414
9b Second hard brake with two trailers 64.11 2.06 156.090 160.465 -0.402
10a Third hard brake with two trailers 63.43 3.92 189.715 193.570 -0.437
10b Fourth hard brake with two trailers 61.07 2.44 251.300 255.405 -0.404
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Adding trailers made the drag factor
increase from about 0.35 to 0.42.
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Rear Brake Pressures: Bobtail
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eDAQ-DDEC6Testing.sie - [email protected]_2
Time(secs)
92 94 96 98 100
Wh
Bs
Ve
hS
p(k
m/h
)
-20
0
20
40
60
80
100
120
eDAQ-DDEC6Testing.sie - [email protected]_2
eDAQ-DDEC6Testing.sie - [email protected]_2
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Rear Brake Pressures: Single Pup
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eDAQ-DDEC6Testing.sie - [email protected]_6
Time(secs)
232 233 234 235 236
Wh
Bs
Ve
hS
p(k
m/h
)
-20
0
20
40
60
80
100
120
eDAQ-DDEC6Testing.sie - [email protected]_6
eDAQ-DDEC6Testing.sie - [email protected]_6
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Rear Brake Pressures: Two Pups
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eDAQ-DDEC6Testing.sie - [email protected]_9
Time(secs)
156 157 158 159 160 161
Wh
Bs
Ve
hS
p(k
m/h
)
-20
0
20
40
60
80
100
eDAQ-DDEC6Testing.sie - [email protected]_9
eDAQ-DDEC6Testing.sie - [email protected]_9
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Push Rod Stroke - OK
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Push Rod Stroke - Bad)
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Remove Emergency Brake Line
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Newer Bolt
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This fell to the ground…
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A Dime to Block the Line
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Observations When the dime was removed no pressure
would hold when the parking brake was Dime prevented an air leak from a defective
chamber Service brake worked to depress the spring to
release the brake
Pressures were high/normal in the brake line No Pressure modulation since no wheel slip.
Push rod stroke was almost double on the defective brake
No pushrod stroke when parking brake was set
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Setting a Speed Triggered Event in an ECM
A predefined threshold, say 7 mph/s, must be exceeded to trigger an event.
If an ECM sees a change in speed of that amount, then a braking event is recorded.
Threshold value is found in the Configuration data.
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Fault Codes
Fault code data can also be recorded.
Faults may occur as part of a crash
Example: loss of accelerator pedal signal when a pusher bus or RV runs into a tree.
Timing of fault information is not certain yet
Fault Freeze Frame Data is often recorded too.
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Freeze Frame Data A list of recorded parameters at the time a diagnostic
trouble code was captured. Consists of
Suspect Parameter Number (SPN) Fault Mode Indicator (FMI) Occurrence Count Engine Torque Mode Boost Engine Speed Engine Load Engine Coolant Temperature Vehicle Speed Maybe More Manufacturer Specific Data
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Cummins Insite Example
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Failure Mode Indicators
32 possible values describing how a parameter became bad as defined in J1939-73
Uses a Signal Range to divide FMI to severity levels:
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Failure Mode Indicator
Examples:
FMI=3 - Voltage Above Normal, Or Shorted To High Source
FMI=4 - Voltage Below Normal, Or Shorted To Low Source
FMI=9 - Abnormal Update Rate
FMI=12 - Bad Intelligent Device Or Component
Software should interpret these numbers
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Fault Data in Reconstruction
Timing of fault data is actively being researched.
Freeze frame data may be used as a lower bound
Fault data should be tied to physical evidence
Gouge in the oil-pan from a wreck corresponds to a loss of oil pressure.
Need to use the non-free software to get freeze frame data.
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Historical Data
Describes mileage, times, and fuel uses.
Attribution is hard (i.e. unknown drivers)
There are many counters used in recording historical data.
ECM time: Amount the ECM was on
Engine time: Amount the Engine was turning
Trip data may be different than lifetime data.
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Configuration Data
Used to verify speeds from RPM.
Shows power settings.
Gives governor limits.
Shows road speed limits.
Configuration data is programmed from the shop or manufacturer.
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Consortium Website
All data from crash testing and this presentation will be available at
http://tucrrc.utulsa.edu
Credentials
User: TUCRRCmember Password: TUCRRCpassword
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THANK YOU
Safe Travels and Fair Winds.
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