ANSI IEEE 1616A-2010 Motor Vehicle Event Data Recorders (MVEDRs) Amendment 1 MVEDR Connector Lockout Apparatus (MVEDRCLA).pdf

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4、55g48IEEE Std 1616a-2010 (Amendment to IEEE Std 1616-2004) IEEE Standard for Motor Vehicle Event Data Recorders (MVEDRs) Amendment 1: MVEDR Connector Lockout Apparatus (MVEDRCLA) Sponsor Land Transportation Committee of the IEEE Vehicular Technology Society Approved 25 March 2010 IEEE-SA Standards B

5、oard Abstract: This amendment adds information pertaining to motor vehicle event data recorder connector lockout apparatus (MVEDRCLA) by revision. Keywords: communication equipment, crash data, crash data recorder (CDR), data transfer, data transmission, diagnostic link connector (DLC), diagnostic p

6、rograms, diagnostic testing, EEPROM, EEPROM data, electronic control unit (ECU), electronic equipment and components, electronic scan tools, event data recorder (EDR), information exchange, litigation, nonvolatile memory, nonvolatile memory data, OBD2 or OBDII, odometer clocking, odometer fraud, odo

7、meter spun, odometer tampering, onboard network data security, power control module (PCM) and/or electronic control unit (ECU) flashing, road vehicle components, road vehicle engineering, road vehicles, SAE J1962 connectors, vehicle components, vehicle crash data, vehicle identification number (VIN)

8、 tampering and/or theft The Institute of Electrical and Electronics Engineers, Inc. 3 Park Avenue, New York, NY 10016-5997, USA Copyright 2010 by the Institute of Electrical and Electronics Engineers, Inc. All rights reserved. Published 7 May 2010. Printed in the United States of America. IEEE is a

9、registered trademark in the U.S. Patent +1 978 750 8400. Permission to photocopy portions of any individual standard for educational classroom use can also be obtained through the Copyright Clearance Center. iv Copyright 2010 IEEE. All rights reserved. Introduction This introduction is not part of I

10、EEE Std 1616a-2010, IEEE Standard for Motor Vehicle Event Data Recorders (MVEDRs)Amendment 1: MVEDR Connector Lockout Apparatus (MVEDRCLA). In the United States, an estimated 80 million motor vehicles already use some type of event-recording equipment that collects not only acceleration and decelera

11、tion speed but also braking and steering data. Proponents of standard data recorders hope the crash data they collect will be a useful complement to accident information gathered from victims and eyewitnesses. However, the implementation of event data recorders (EDRs) has not been without controvers

12、y. The United States Department of Transportation (USDOT) Docket Management System (DMS) contains over 1000 submissions reflecting the pros and cons of a decade-long debate amongst automakers, government regulators, safety and privacy advocates, and the public. The National Highway Traffic Safety Ad

13、ministration (NHTSA) Rule on Event Data Recorders (49 CFR 563 Bxx) does not address issues generally within the realm of state law, such as the following:a The ownership of EDR data How EDR data can be used/discovered in civil litigation How EDR data may be used in criminal proceedings Whether EDR d

14、ata may be obtained by the police without a warrant Whether EDR data may be developed into a driver-monitoring tool The nature and extent that private parties will have or may contract for access to EDR data These issues are being addressed by state legislatures. There are many types of recorders. S

15、ome continuously record data, overwriting the previous few minutes until a crash stops them, and others are activated by crash-like events (such as a sudden change of velocity or angular momentum) and continue to record until the crash is over. EDRs can record whether or not brakes were used, the sp

16、eed at the time of impact, the steering angle, and whether seat belts were worn during the crash. While EDR information can be useful in determining the cause of a crash, a lockout gives you the reassurance of knowing that you have control of crash data. The “black box“ will still work exactly as it

17、 is designed to. However, with a motor vehicle event data recorder connector lockout apparatus (MVEDRCLA), the vehicle owner (and only the vehicle owner) determine when and who sees the data and, thus, control how it is used. Ownership of EDR data is a matter of state law. Generally, the owner of th

18、e vehicle is considered to be the rightful owner; however, courts can subpoena crash data. Crash data can be used in civil and criminal court cases. This amendment seeks to maintain privacy, prevent tampering, avoid odometer fraud, limit data access, and enhance safety by using a MVEDRCLA. While man

19、y vehicle purchasers are not aware these devices are in their vehicles, most are unaware of the nature and potential use of the information collected by their EDR. Data collected by EDRs, without the drivers knowledge, has been used in civil and criminal cases in several states and in Canada. At lea

20、st one automotive insurance company is considering basing policy rates on EDR data. Auto manufacturers could use EDR data to void warranties. The possibilities are endless. Several states have already passed laws requiring disclosure of the existence of an EDR in a vehicle, and protection of a drive

21、rs privacy by requiring the owners permission or a court order before downloading the EDR data. It is generally agreed that the owner of a vehicle also owns the EDR data as they have purchased the technology when they bought their vehicle. When consumers drive off the lot with a new car, they own mo

22、re than just the vehicle; they own the information their vehicle generates and stores. aThe numbers in brackets correspond to those of the bibliography in Annex E. v Copyright 2010 IEEE. All rights reserved. A large ever-expanding market exists consisting of: Registered owners of over 243 million mo

23、tor vehicles; military vehicles and federal, state, county, and local government vehicles; vehicle OEMs and new car dealerships that lease vehicles; automotive insurance companies that seek to prevent other parties from access to data; automotive rental companies that cannot permit odometer tamperin

24、g; institutional fleets such as schools, colleges, and universities; business fleets include leasing, construction, plumbing, heating, food distribution, shipping, utilities; and others such as police, fire, EMS, taxi, etc. An NHTSA report Bxx notes: “Odometer fraud is the illegal practice of rollin

25、g back odometers to make it appear that vehicles have lower mileage than they actually do. This has historically been considered a significant problem for the American consumer. While any vehicle sold on the used car market could have been the object of odometer tampering, the problem has been consi

26、dered to be most prevalent among late-model vehicles which have accumulated high mileage in a relatively short period of time. Vehicles in fleets, such as lease fleets, rental fleets, or business company fleets typically fall into this category. When sold on the used car market, vehicles whose odome

27、ters have been rolled back, or “spun,“ can obtain artificially high prices, sincle a vehicles odometer reading is a key indicator of the condition, and hence the value, of the vehicle.” Notice to users Laws and regulations Users of these documents should consult all applicable laws and regulations.

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34、, if any, for this and all other standards can be accessed at the following URL: http:/standards.ieee.org/reading/ieee/updates/errata/index.html. Users are encouraged to check this URL for errata periodically. Interpretations Current interpretations can be accessed at the following URL: http:/standa

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37、ants desiring to obtain such licenses. Other Essential Patent Claims may exist for which a statement of assurance has not been received. The IEEE is not responsible for identifying Essential Patent Claims for which a license may be required, for conducting inquiries into the legal validity or scope

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39、 any patent rights, and the risk of infringement of such rights, is entirely their own responsibility. Further information may be obtained from the IEEE Standards Association. Participants At the time this amendment was submitted to the IEEE-SA Standards Board for approval, the Motor Vehicle Event D

40、ata Recorder Connector Lockout Apparatus (MVEDRCLA) Working Group had the following membership: Thomas M. Kowalick, Chair Anthony A. Huffman, Vice Chair Matthew D. Smith, Secretary Cheryl J. Whitford, Technical Editor Michael Bender Michael Geipel Louis Horvath Brian Kopp Eric Ogilvie Roh Seunghyun

41、William Rosenbluth William Thompson Eduardo Todt Dmitri Varsanofiev Chris Voeglie Kimball Williams The following members of the individual balloting committee voted on this standard. Balloters may have voted for approval, disapproval, or abstention. John Barr William Byrd Keith Chow Sourav Dutta And

42、re Fournier Randall Groves Gloria Gwynne Werner Hoelzl Anthony Huffman Piotr Karocki Walter Keevil Gerald L. Kolbe Thomas Kowalick Thomas Kurihara Michael S. Newman Robert Robinson Seunghyun Roh Bartien Sayogo Gil Shultz James E. Smith Dmitri Varsanofiev Kimball Williams Oren Yuen When the IEEE-SA S

43、tandards Board approved this amendment on 25 March 2010, it had the following membership: Robert M. Grow, Chair Richard H. Hulett, Vice Chair Steve M. Mills, Past Chair Judith Gorman, Secretary Karen Bartleson Victor Berman Ted Burse Clint Chaplin Andy Drozd Alexander Gelman Jim Hughes Young Kyun Ki

44、m Joseph L. Koepfinger* John Kulick David J. Law Hung Ling Oleg Logvinov Ted Olsen Ronald C. Petersen Thomas Prevost Jon Walter Rosdahl Sam Sciacca Mike Seavey Curtis Siller Don Wright *Member Emeritus Also included are the following nonvoting IEEE-SA Standards Board liaisons: Satish Aggarwal, NRC R

45、epresentative Richard DeBlasio, DOE Representative Michael Janezic, NIST Representative Lisa Perry IEEE Standards Program Manager, Document Development Patricia Gerdon IEEE Standards Program Manager, Technical Program Development vii Copyright 2010 IEEE. All rights reserved. viii Copyright 2010 IEEE

46、. All rights reserved. Contents 1. Overview . 2 1.1 Scope 2 1.2 Purpose . 2 1.3 General . 3 1.4 1.5 Standard structure . 3 3. Definitions, acronyms, and abbreviations . 4 3.1 Definitions 4 3.2 Acronyms and abbreviations 4 6. Output 5 6.14 MVEDRCLA Manual Lockout Device Protocol 5 6.14.1 General . 5

47、6.14.2 Ease of access to an MVEDRCLA 5 6.14.3 Accessibility and control of an MVEDRCLA . 5 6.14.4 Locking and unlocking of an MVEDRCLA 5 6.14.5 Keys and key codes 5 6.14.6 Replacement keys or other opening devices 6 6.14.7 Value-added components to an MVEDRCLA . 6 6.14.8 Vehicle operation with an MV

48、EDRCLA . 6 9. Conformance . 6 Annex E (informative) Bibliography . 7 IEEE Standard for Motor Vehicle Event Data Recorders (MVEDRs) Amendment 1: MVEDR Connector Lockout Apparatus (MVEDRCLA) IMPORTANT NOTICE: This standard is not intended to ensure safety, security, health, or environmental protection

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