There's not really enough information to work with here. For example, what version of the CDR program are you working with? What type of event are you looking at? this sort of analysis requires a more comprehensive review of the actual, original CDR file or, in this case, files. One point that can be made is the "if equipped" indication. "If equipped" usually means "here is a data paramater and there may be a representation of data IF the vehicle is equipped with that specific parameter AND IF it is equipped to monitor that parameter." While the car will surely have a shift selector, it may not be equipped to monitor that at the airbag control module. More information from the CDR file and perhaps the car itself would be required to more fully evaluate that.

Rusty Haight
Collision Safety Institute

www.collisionsafety.net

There is no way to identify individuals who only or mostly work in MN. The Bosch CDR Tool is used by many in MN and surrounding states and those from surrounding states may work in MN. I'm not aware of a trial program for the CDR SystemTool.

Rusty Haight
Collision Safety Institute

www.collisionsafety.net

Potentially; however, not with the Bosch CDR tool.

Rusty Haight
Collision Safety Institute

www.collisionsafety.net

There is no way to associate a "margin of error" to the Bosch CDR Tool. It is a Tool used to collect digital data from various modules in supported vehicles. By its very nature, digital data is either collected or it is not. Various parameters in different vehicle types from different manufacturers may have a range of anticipated accuracy or tolerance but that's not a function of the Bosch CDR Tool's function, that's vehicle and condition specific.

Rusty Haight
Collision Safety Institute

www.collisionsafety.net

The reference to "RCM" suggests you're talking about a Ford vehicle. For CDR Tool supported Ford vehicles, they ignition has to be "on" for the RCM to "wake up" to an event and then record data. A parked car, with the ignition "off" would not "wake up" and therefore would not record an event.

Rusty Haight
Collision Safety Institute

www.collisionsafety.net

Not from the RCM data alone, no, of course not. The crash pulse represents all or a part of the change of velocity. From the crash pulse, one may be able to calculate a closing velocity. From that together with information from a normal crash investigation, one may be able to deduce the pre-crash action(s) of the involved vehicles but from crash pulse data alone, no.

Rusty Haight
Collision Safety Institute

www.collisionsafety.net

The Synchronization Counter is found as part of the report for select GM modules that may also have a ROS and associated ROS data present. The n umber would be present in the ROS file/report labeled as the Synchronization Counter as well. As an incremental number similar to an ignition cycle, it would be found in both the SDM CDR file/report for that vehicle and the ROS file/report for that vehicle and would be used to associate the data for the event recorded in the SDM with that found in the ROS.

Rusty Haight
Collision Safety Institute

www.collisionsafety.net

Delta-V is the change of speed over the crash pulse. If a crash lasts 100ms, for example, but the goal period to deploy an airbag is somewhere between 15 and 50ms...the system needs to decide and deploy well before the crash pulse is over...well before the delta-V is known. So, in short, the delta-V for a crash is NOT the criteria for deployment. In testing, we've seen deployments commanded where the final delta-V was as low as 3mph...a value calculated when the crash was over. But in every case, whether the delta-V was "higher" or "lower" the decision to deploy is made early on in the event and is not based on the final delta-V seen by the car, module or occupants, A relatively low delta-V deployment - in specific crash instances - is not necessarily unusual.

Rusty Haight
Collision Safety Institute

www.collisionsafety.net

The DCM? I'm going to assume you mean the ACM and answer here with that assumption in mind. First, the fire. A fire requires a source of: ignition, fuel and air. Not knowing the condition of the Envoy from your post, if you are applying a booster, for example, to the battery and there is a spark (some source of ignition) I would think removing the source of the fuel; HOWEVER, from the description, there may be more damage to this vehicle than would allow for a DLC download. So, that leaves going direct to the module which you seem to be attempting. My first question is: WHAT module are you really working with? The original question (reference to the "DCM") makes me ask: are you sure you're working with the ACM here? The ACM should be on the centerline of the vehicle near the back of the front seats. I'll assume you found it and are using the 02002829 cable. Assuming next you have the right module and cable in play (a) is the cable in the right side of the connector (b) is the module physically damaged and (c) is the cable right side up in the ACM? The error you report means that the CDR software is communicating with the interface module but not the ACM (again assuming you have the ACM in hand). The most likely reason for this type of module is damage to the module or improper cable insertion (upside down or into the wrong side of the ACM cable opening).

Rusty Haight
Collision Safety Institute

www.collisionsafety.net

The question assumes that one knows the order of the stored data AND how it's translated (using the spec that GM gives Bosch for that step in the CDR program). It is unlikely that both are necessarily the case. Perhaps the first step to evaluate the analysis beind done is to look at ETR report data. Is this vehicle supported for an ETR report review (where one can better compare the hex data with the end CDR report)? One can see the delta-V translation in the ETR so that's a good place to start. Have you considered a metric to imperial conversion? The question and underlying information here is pretty skimpy. On the second part of the question, the ACM sample rate for acceleration that ultimately is recorded as delta-V is HIGHER than the recorded delta-V which is displayed at an averaged value for a 10ms period based on a calculation done at about 1.25ms intervals (8 samples averaged making up the 10ms period).

Rusty Haight
Collision Safety Institute

www.collisionsafety.net