Browse Topic: Pedestrian safety

Items (201)

Development of a Procedure to Correlate, Validate and Confirm Radar Characteristics of Surrogate Targets for ADAS Testing

2020-01-07164/14/2020

Surrogate targets are used throughout the automotive industry to safely and repeatably test Advanced Driver Assistance Systems (ADAS) and will likely find similar applications in tests of Automated Driving Systems. For those test results to be applicable to real-world scenarios, the surrogate targets must be representative of the real-world objects that they emulate. Early target development efforts were generally divided into those that relied on sophisticated radar measurement facilities and those that relied on ad-hoc measurements using automotive grade equipment. This situation made communication and interpretation of results between research groups, target developers and target users difficult. SAE J3122, “Test Target Correlation - Radar Characteristics”, was developed by the SAE Active Safety Systems Standards Committee to address this and other challenges associated with target development and use. J3122 addresses four topics. First, it describes standardized equipment and procedures for making various types of calibrated radar measurements using automotive grade equipment, with minimal measurement site restrictions. Second, a correlation procedure is provided that is used to define validity regions and properties of representative real-world objects. Third, a validation procedure is provided for comparing candidate targets against measurements of representative objects using an objective correlation score. Finally, a confirmation procedure is provided for checking in-use targets to verify that they continue to be acceptable for testing. This paper describes each of these topics as well as the process development.

Silberling, Jordan, Nicols, George, Buller, William, Lenkeit, John

A Design and Optimization Method for Pedestrian Lower Extremity Injury Analysis with the aPLI Model

2020-01-09294/14/2020

As pedestrian protection tests and evaluations have been officially incorporated into new C-NCAP, more stringent requirements have been placed on pedestrian protection performance. In this study, in order to reduce the injury of the vehicle front end structure to the pedestrian's lower extremity during the collision, the advanced pedestrian legform impactor (aPLI) model was used in conjunction with the finite element vehicle model for collision simulation based on the new C-NCAP legform test evaluation regulation. This paper selected the key components which have significant influences on the pedestrian's leg protection performance based on the CAE vehicle model, including front bumper, front-cover plate, upper impact pillar, impact beam and lower support plate, to form a simplified model and conducted parametric modeling based on it. Then, the variable correlation analysis was carried out on the sample results obtained from the design of experiment (DOE), and the contribution analysis of design variables to the injury measures was discussed. The sample variables and responses were also used to construct the approximate models for further optimization studies. Taking the pedestrian lower extremity injuries as the optimization target, the front end structural parameters were matched and optimized. Finally, an optimal configuration for parameter matching of key components of the front end structure for pedestrian protection was established, which effectively improve the protection of pedestrian lower extremity.

Fu, Yue, Xu, Huijie, Lin, Guan, Zhan, Zhenfei, Wang, Ping, Chen, Ruyi, Yu, Huili

Prevention of Snow Accretion on Camera Lenses of Autonomous Vehicles

2020-01-01054/14/2020

With the rapid development of artificial intelligence, the autonomous vehicles (AV) have attracted considerable attention in the automotive industry. However, different factors negatively impact the adoption of the AVs, delaying their successful commercialization. Accretion of atmospheric icing, especially wet snow, on AV sensors causes blockage on their lenses, making them prone to lose their sight, in turn, increasing potential chances of accidents. In this study, two different designs are proposed in order to prevent snow accretion on the lenses of AVs via air flow across the lens surface. In both designs, lenses made of plain glass and superhydrophobic coated glass surfaces are tested. While some researchers have shown promise of water repellency on superhydrophobic surfaces, more snow accretion is observed on the superhydrophobic surfaces, when compared to the plain glass lenses. In the experiments, snow is formed using a novel snow gun inside a walk-in cold room connected to a wind tunnel that can reach wind speeds of up to 40 mph. It is observed that the air flow over the lens significantly reduces the accretion of snow on the lens and could maintain the lens clean for up to 20 mph wind velocities. However, at LWC values of approximately 28%, the stickiness of the snowflakes increases, enhancing snow accretion on the lenses and translating to significant loss of sight. The high stickiness of the snowflakes along with high wind speeds leads to increased blockage of the AV lenses.

Mohammadian, Behrouz, Sarayloo, Mehdi, Heil, Jamie, Sojoudi, Hossein, Robertson, Michael, Hong, Haiping, Tran, Tommy, Patil, Sunil, Krishnan, Venkatesh

Automated Driving System Data Logger

J3197_202004 (Historical)

4/11/2020

This recommended practice provides common data output formats and definitions for a variety of data elements that may be useful for analyzing the performance of automated driving system (ADS) during an event that meets the trigger threshold criteria specified in this document. The document is intended to govern data element definitions, to provide a minimum data element set, and to specify a common ADS data logger record format as applicable for motor vehicle applications. The data elements defined in this document are unique to Levels 3, 4, or 5 ADS features, as defined by SAE J3016, and provide additional background of the events leading up to a crash or crash-like event. The data from sensors such as camera(s), LiDAR(s) etc. will provide information in the absence of a human driver. The data included in the ADS data logger is expected to be used in conjunction with the SAE J1698 EDR record and traditional accident reconstruction analysis. The event data recorder (EDR) and ADS data logger will capture information leading up to the triggered event, at a minimum. ADS technology is still being developed and is not yet commercially deployed. Therefore, this SAE Recommended Practice is intended as a guide toward standard practice and is subject to change to keep pace with experience and technical advances.

Event Data Recorder Committee

Optimization of Braking Strategy for Automatic Emergency Braking System in Vehicle-Pedestrian Accidents

07-12-02-00093/23/2020

Braking strategy is the core of the automatic emergency braking (AEB) system. How to make the braking strategy of the AEB system more suitable for real traffic conditions and more acceptable to drivers is a very important research. This article carries out the braking strategy optimization for the AEB system. From the vehicle-pedestrian accidents collected by the National Automobile Accident In-depth Investigation System (NAIS) of Songjiang Station, this article selects typical cases equipped with event data recorder (EDR) and then analyzes the EDR data. On this basis, the strategy for the optimization of the AEB system is formed. The optimized strategy is simulated in the test scenario specified in the European New Car Assessment Programme (Euro-NCAP) and compared with the real vehicle test results. The result illustrates that the optimized braking strategy is more effective to avoid or mitigate collisions.

Qian, Yubin, Yang, Xueyan, Xiao, Lingyun, Zhu, Yican

5 Ws of PAWS Smart Headphones

TBMG-361993/1/2020

Pedestrians who wear headphones or earbuds to listen to music, text, or talk on smartphones while walking, putting themselves at risk by tuning out the traffic around them.

HEAT SEEKERS

20AUTP02_011/1/2020

While engineers debate the use of thermal-imaging sensors for ADAS, their capability and value are being proven for AVs of all levels. What specific sensor types will comprise the advanced driver-assistance systems (ADAS) of the 2020s? That's a controversial subject among engineers who are developing SAE Level 2 and 3 (and the so-called “L2+”) ADAS sensing suites for new vehicles. Many of them believe that visible-light cameras fused with radar will suffice to deliver the object-identification accuracy, redundancy-and cost effectiveness-that OEMs and the driving public expect of ADAS-equipped vehicles. But a case is building for additional sensing capability, particularly for automatic emergency braking (AEB) and pedestrian-detection. Those safety-critical functions currently rely on camera-radar inputs to “see” ahead. They enable the vehicle to react to a range of scenarios-from stalled traffic on a highway to humans and animals suddenly appearing in the road. (In Michigan alone, there were 53,464 traffic accidents involving deer in 2018, up 14% from 2016, according to state DoT data.)

Brooke, Lindsay

Pedestrian Collision Avoidance System for Autonomous Vehicles

12-02-04-002112/18/2019

Advanced driver assistance systems (ADAS) are state of the art in modern vehicles (SAE level 1-2). They support the driver and improve thereby the vehicle safety during manual driving. In critical situations, collision avoidance systems warn the driver or trigger an autonomous emergency braking maneuver to mitigate or avoid a collision. Also, automated driving vehicles (SAE level 3+) must be able to avoid critical situations and must be more capable than currently available systems. During automated driving, the vehicle is responsible for the driving task instead of the driver. Therefore, safe automated driving requires robust algorithms to avoid collisions with other traffic participants in every situation, especially in critical situations with pedestrians and a limited perception ability. In this work, we investigate how automated driving vehicles can handle critical situations with pedestrians on multilane roads with an emergency braking or evasion maneuver. We focus in detail on very critical situations, where pedestrians are crossing behind an occluded area, e.g. from behind a parked car on the side of the road. In these critical situations, a collision avoidance system is not enough anymore because of the limited time-to-react. It is not acceptable that an automated driving vehicle passes obstacles very slowly. Therefore, a collision avoidance system is combined with a situation awareness planner to optimize the driving velocity. The situation awareness planner considers the sensor’s visibility and the capability of the collision avoidance system to provide a set of collision-free trajectories. This combination has the advantage that the vehicle does not need to pass objects on the side very conservative. We evaluate the approach rigorously on a set of well-defined scenarios from the Euro NCAP test protocol.

Schratter, Markus, Hartmann, Michael, Watzenig, Daniel

Effects of Innovation in Automated Vehicles on Occupant Compartment Designs, Evaluation, and Safety: A Review of Public Marketing, Literature, and Standards

2019-01-12234/2/2019

In recent years, the discussion around the advent of highly automated vehicles has shifted from “if” to “when.” Commercially available vehicles already incorporate automated vehicle (AV) technologies of varying capability, and the eventual transition to fully automated systems, at least within certain predefined Operational Design Domains, is largely considered inevitable. While the full ramifications of this shift and the eventual depreciation of human driver control are still under intense debate, there is broad agreement on one issue -the advent of driverless systems will remove several constraints on the design of vehicle interior spaces, creating the opportunity for innovation. Even at this early stage, ambitious design concepts of purpose specific vehicles - mobile gyms, offices, bedrooms - have been proposed. More grounded designs, such as rotating passenger seats, have also been put forward. However, there are two other points on which general agreement exists - future AVs will still carry human passengers, and crashes will still occur, however infrequent or less severe. The uncertainty of the future occupant compartment design and crash population will introduce a new set of challenges for occupant protection and predicting injury risk in the future vehicle fleet. This paper explores various proposed design changes to the space of the interior of future automated vehicles, the effects of potential changes on occupant safety during collisions, and the capabilities of the existing testing approaches, design tools, and databases to address questions arising from these developments.

Filatov, Anton, Scanlon, John M., Bruno, Alexander, Danthurthi, Sri Sai Kameshwari, Fisher, Jacob

An Improved Multi-Pedestrian Tracking System Based on Deep Neural Network

2019-01-10554/2/2019

The intelligent vehicle driverless technology has become a very hot topic in the past two decades. To solve the road safety problem, which is one of the most important factors inhibiting the development of intelligent vehicle technology, the multi-target tracking system has attracted more and more attention in recent study since it can detect and track multiple objects in traffic scene so as to help the whole driving system plan the safe route. In this work, a novel multi-pedestrian tracking system based on deep neural network is proposed to improve the tracking efficiency while providing high recognition accuracy. The proposed tracking system consists of two parts: 1) pedestrian detector, and 2) pedestrian tracker. For the detector part, we first transform the image convolution operation in spatial-temporal domain to the coefficient product operation in complex frequency domain, and then replace the maximum pooling and mean pooling operation in the traditional SSD detection network by the proposed product operation, and the modified SSD model is used as the pedestrian detector. For the tracker part, we train a corresponding appearance model and calculate the appearance similarity of the detected targets between the continuous frames with respect to the cosine distance. To evaluate the performance of our proposed system, we implement the system on the MOT16 benchmark. The detector can improve tracking accuracy by up to 8.9% and the tracker updates the speed of whole system at a rate of 126Hz, our extensions reducing the number of identity switches by 15%. The experimental results demonstrate that the proposed multi-pedestrian tracking system provides better real-time performance and accuracy than the state-of-the-art methods, which can provide more accurate object information for the following auto-driving system with higher safety.

Gong, Yuan, Chi, Jianning, Yu, Xiaosheng, Wu, Chengdong, Zhang, Yifei, Gao, Na

Rider Stature Influence to Injury Risk in Motorcycle Rear Impact to Car

2019-01-14363/25/2019

Road traffic accidents cause one of the highest numbers of severe injuries. Approximately 1.25 million people die each year as a result of road traffic crashes and between 20 and 50 million more people suffer non-fatal injuries, with many incurring a disability. Nearly half of those dying on the roads are so-called vulnerable road users, namely pedestrians, cyclists and two-wheeler riders including motorcyclists. Those vulnerable road users usually undergo complex kinematics and complex loading caused by the other vehicle impact. Virtual human body biomechanical models play an important role to assess the injuries during the impact loading especially for scenarios, where complex dynamical loading is taken into account. An additional benefit of some virtual human models is their scalability, so that they can assess the injury risk for the particular subject taking into account a wide spectrum of the whole population. The presented work shows the motorcycle rider injury risk analysis during the rear motorcycle accident to the car using the virtual approach by the numerical simulation taking into account the variability of the human body. The main aim of the work is to show the injury risk for a varying anthropometry of the motorcycle rider, when a rear impact occurs. Several virtual human body models based on the population variability are concerned. Each virtual human body model is scaled automatically by the previously developed scaling algorithm, coupled to personal protective equipment and sit on the motorcycle. The rear impact to a car is assessed by the numerical simulation. The sensitivity study is processed by evaluating the anthropometry dependent injury risk assessment for the rear impact scenario. The paper contributes to the field of vehicle safety technology by the virtual approach for the assessing the anthropometry dependent injury risk using scalable virtual biomechanical human body models. The personal protective equipment optimization and the injury risk mitigation is consequent result considering the motorcycle impact to the rear end of the car.

Lv, Wenle, Hyncik, Ludek, Bonkowski, Tomasz

Active Safety Bicyclist Test Targets Recommendation

J3157_201902 (Historical)

2/6/2019

The goal of the Bicyclist Test Mannequin Task Force is to develop standard specifications/requirements for bicyclist test mannequins (one adult and one child) that are representative of real bicyclists to the sensors used in Bicyclist Detection systems and can be used for performance assessment of such in-vehicle systems (including warning and/or braking) in real world test scenarios/conditions. This version of the document only includes the recommended bicyclist mannequin characteristics for vision, Lidar, and/or 76 to 78 GHz radar-based Bicyclist Pre-Collision systems.

Active Safety Systems Standards Committee

Video-Recorded “Looked-but-Failed-to-See” (LBFTS) Accidents in the Junctions of Hong Kong

2018-01-50491/18/2019

To determine causation and contributory factors of “looked-but-failed-to-see” (LBFTS) junction accidents in which the driver stated that “I did not see the pedestrian,” in-depth studies of 22 such accidents which had taken place in Hong Kong were conducted. The studied crashes were all video recorded by closed-circuit television (CCTV) cameras and/or dashboard cameras. Using the video recordings, these junction accidents were reconstructed at the scenes to determine the drivers’ views of the pedestrians and the sequence of events leading up to each accident. The results of the reconstructions and the police investigations, as well as the testimony of the drivers, were analyzed to identify causation and contributing factors of each accident. Attention error/visual search strategy (41%) and misjudgments of drivers (18%) remain the dominant cause of LBFTS crashes. However, it was found that eight crashes (36%) were attributed to the physical obstructions caused by the A-pillars of the vehicles, with the obscuration of the pedestrians being the major contributory factor. This study shows that reconstructions based on video recordings can provide detailed accounts of junction accidents to determine causations and to understand the individual characteristics of each accident. It also reveals A-pillar obscuration to be a cause of such accidents, and this provides a basis for further research on the A-pillar “blind spot.”

Cheng, Yuk Ki, Tam, Cheok Ning, Tao, Chi Hang, Tsang, Cheuk Nam

An Analytical Approach to Derive Free Package Space Requirement for Pedestrian Head Form

2019-26-00131/9/2019

Pedestrians are a vulnerable road user group, comprising 22% of global road traffic deaths [1]. In Japan, pedestrian fatalities accounted for 28% of total road fatalities and approximately 16% in Australia. These figures compare with 13% for the USA and 40-50% for India and Thailand [2]. Various pedestrian safety requirements are mandated in different markets in recent years worldwide. For pedestrian head-form, vehicle front-end styling and the free package space below bonnet plays a vital role in deciding the pedestrian head-form safety performance. Currently during initial phase of vehicle development, the free package space requirement is decided based on benchmark data. However, the benchmarking data does not give any insight into the physics involved and is subjective in nature as it varies from vehicle to vehicle. This paper gives an analytical approach for defining the free package space requirements for meeting the targeted pedestrian head form performance requirements. The analytically derived Head Injury Criteria Vs package space is also compared with physical test results. Using analytical approach, an ideal two-step Head-form decelerations waveform is also derived for effective use of available free package space. This information will be very useful for development of pedestrian performance requirements.

Daphal, Pratap, Mahapatre, Ashish

Comprehensive Study on Crashes with Pedestrians on Indian Roads

2019-26-00041/9/2019

Pedestrian crashes are a major safety concern worldwide, especially in India. About one of every ten traffic-related fatalities in the country is a pedestrian. In 2016 nearly 15,800 pedestrians were killed in India. They were mainly exposed to risk when crossing and walking on the road in urban and rural areas. The aim of the study was to understand the pedestrian behavior on the road and to identify characteristics of pedestrian crashes in India. Many unique behavior was observed like pedestrian crossed half way and stopped in middle of road. Nearly 10% of pedestrians are fatal each year involving in ~5% of overall accidents in India, This study revels every second pedestrian accident occurred while walking and crossing the road straight. An attempt made to evaluate benefit of in vehicle pedestrian safety systems, as an example Car-AEB (Advance Emergency Braking) pedestrian is selected as one of the available technologies and systematic methodology is derived in order to evaluate the benefit of this product.

Kumaresh, Girikumar, Joerg, Moennich, Lich, Thomas

AV testing is for DUMMIES

18AUTP11_1211/1/2018

Rapid development of automated vehicles is driving ATD innovations, as Humanetics' CEO explains. A few years ago, Chris O'Connor started to notice a common talking point emerging from within the many autonomous vehicle conferences and meetings he was attending. “It seemed that many people in the industry, and those in Congress, were saying: ‘With autonomous cars, we won't have traffic accidents anymore,’” noted O'Connor, the CEO of Humanetics Innovative Solutions, the leading developer of anthropomorphic test devices (ATDs), commonly known as crash-test dummies. “And since there won't be crashes, we will no longer have to worry about occupant safety,” he recalled many pronouncing.

Brooke, Lindsay

A Novel Barricade Warning Light System Using Wireless Communications

2018-01-50369/12/2018

Workers in construction and transportation sectors are at increased risk for work-related injuries and fatalities by nearby traffic. Barricade-mounted warning lights meeting current specifications do not always provide consistent and adequate visual guidance to drivers and can contribute to glare and reduced safety. Through an implementation of sensors and wireless communications, a novel, intelligent set of warning lights and a tablet-based interface were developed. The lights modulate between 100% and 10% of maximum intensity rather than between 100% and off in order to improve visual guidance and adjust their overall intensity based on ambient conditions. The lights can be synchronized or operated in sequential flash patterns at any frequency between 1 and 4 Hz, and sequential patterns automatically update based on global positioning satellite (GPS) locations displayed in the control interface. A successful field demonstration of the system verified that its functions were viewed favorably by transportation safety personnel.

Rea, Mark S., Skinner, Nicholas P., Bullough, John D.

See Objects Hidden Around Corners

TBMG-297437/1/2018

A driverless car is making its way through a winding neighborhood street, about to make a sharp turn onto a road where a child’s ball has just rolled. Although no person in the car can see that ball, the car stops to avoid it. This is because the car is outfitted with extremely sensitive laser technology that reflects off nearby objects to see around corners.

Analysis under Vehicle-Pedalcyclist Risk Scenario Based on Comparison between Real Accident and Naturalistic Driving Data

2018-01-10484/3/2018

This paper constructs the Accident Crash Scenarios(ACSs) classification system based on the traffic accident data collected by the traffic management department in a Chinses city from 2013 to 2015. The classification system selects four influenced variables on the basis of Critical Driving Scenarios(CDSs) in Naturalistic Driving Data. The proportions of each variable are analyzed, and all ACSs are divided into 48 scenarios. The highest proportion of nine ACSs are extracted from all 10596 ACSs, and the result shows the ACSs involved Car-Pedalcyclist occupy the top four scenarios, and the scenarios involved intersection situations are worth attention. Pedalcyclists include bicyclists, motorcyclists, tri-cyclists and electric bicyclists. Multivariate Logistic Regression(MLR) analysis is then used to study the ACSs involved the type of Car-Pedalcyclist. Of all impact factors obtained from the classification system, two are found most significantly associated with the ACSs involved Car-Pedalcyclist, which is namely weather and road type. The data from Naturalistic Driving Studies(NDS) project executed in Shanghai are extracted then, The highest proportion of seven CDSs are also extracted from all 489 CDSs based on 37 Pre-crash topology defined by NHTSA. The comparison between ACSs and CDSs of high proportion confirms the risk scenarios involved Car-Pedalcyclist is relatively typical, the possibility of occurring the ACSs is relatively high. Driving Reliability and Error Analysis Method(DREAM) was used to analyze which induced factors are more likely to lead to accidents under the scenarios involved Car-Pedalcyclist in intersection. The result shows Too late actions and Too high speed are two induced factors of top two critical levels, Misjudgment and Expectance of certain behaviors are responsible for these two induced factors. Studies of comparison on impact factors of risk scenarios involved Car-Pedalcyclist in ACSs and CDSs are few in China. Research in this paper may contribute significantly for the improvement of road traffic safety in China.

Zeng, Yufan, Zheng, Yuqing, Ma, Zhixiong, Zhu, Xichan, Sun, Xiaoyu

Driver Response Time to Midblock Crossing Pedestrians

2018-01-05144/3/2018

Vehicle-pedestrian collisions account for 15% of fatal crashes in the USA, and there has been a twelve percent increase in fatal crashes in the USA from 2006 to 2015. Although research exists on the response time of drivers responding to pedestrian path intrusions, data on the response time of through drivers to jaywalking pedestrians crossing from the far side of the road has not been determined. Therefore, the purpose of this study was to quantify Driver Response Time (DRT) to a pedestrian that intrudes perpendicularly into the path of a vehicle from the far curb (adjacent to oncoming traffic). 50 (NFemale = 25; NMale = 25) licensed volunteer drivers took part in a study at the University of Guelph Driving Research in Virtual Environments (DRiVE) lab using an Oktal complete vehicle driving simulator. After a brief practice drive to acclimatize to the virtual environment, participants completed the approximately 10 minute experiment drive during which the pedestrian hazard was presented. Only eight percent of drivers collided with the pedestrian with a mean time-to-impact of 4.35 seconds. There were no gender differences in terms of DRT or crash rate.

Toxopeus, Ryan, Attalla, Shady, Kodsi, Sam, Oliver, Michele

Ground Landing Mechanisms in Vehicle-To-Pedestrian Impacts Based on Accident Video Records

2018-01-10444/3/2018

Accident data have shown that the pedestrian injuries resulting from contact with the ground are serious and may even be worse than the injuries resulting from the primary contact with the vehicle. The landing mechanisms, including the pedestrian trajectory and subsequent sequential body region contacts to the ground, are the basis for understanding the ground impact injuries of pedestrians. However, the landing mechanisms of pedestrian are too complicated to be categorized via investigation of the collision information after an accident has occurred. Nowadays, pedestrian kinematics after vehicle impacts can be observed from the accident videos that have been recorded by road monitoring and driver recorders. This study was aimed at investigating the pedestrian landing mechanisms and analyzing the influencing factors. In the current study, 134 pedestrian cases (involving 136 pedestrians) were selected from the internet, and 13 types of landing mechanisms were classified according to the fall kinematics and landing posture. Our results show that pedestrians who were thrown forward and hit the ground without a clear rotational tendency (ground landing mechanism II) accounted for the highest frequency, 49.3% in all cases. The landing mechanisms of pedestrians were affected by impact velocities and kinematic trajectories during vehicle impacts. The results of this study can benefit the development of vehicle safety systems that reduce pedestrian ground impact injuries.

Li, Quan, Han, Yong, Mizuno, Koji

Investigation on Contralateral Lower Extremity Injuries of Pedestrian and E-Bike Rider Based on C-NCAP

2018-01-10454/3/2018

Lower extremities are easily injured in traffic accidents. During pedestrian-vehicle crashes, pedestrian lower extremities are subjected to the influence of combined shear force and bending force, which could bring about ligament tear and bone fracture. According to 2018 China New Car Assessment Program (C-NCAP) pedestrian testing protocol, where the flexible pedestrian legform impactor (FLEX-PLI) is struck from the right lateral by vehicle, the injuries of the ipsilateral side leg are taken into account for assessing the performance of lower extremities. However, the contralateral leg injuries and deformation are neglected in the current testing protocol and the pedestrian walking gaits and the e-bike riding scenario have been little consideration. The purpose of this study is to investigate the injury characteristics of the contralateral lower extremities in pedestrian-vehicle and bicyclist-vehicle crashes. Impact simulations were conducted by the Total Human Model for Safety (THUMS) biomechanical dummy, which the testing vehicle struck the pedestrian of the standing and walking postures as well as the bicyclist at the speed of 40 km/h. The femur, fibula, tibia stress, the stretching ratio of ligaments, and the bending angle of the knee joints for the contralateral side legs were measured. Meanwhile, a comparison of the injuries and motions between the two legs was analyzed. The results show that the walking gait increased the injury risk of long bone fracture and ligation rupture, and the e-bike riding posture enlarged the injury risk of long bone fracture and reduced the ligation stretching ratio compared the standing case. Moreover, the stretching ratio of the contralateral LCL was larger than that of the ipsilateral MCL for all scenarios.

Chen, Chao, Fang, Rui, wang, Longliang

Association of Impact Velocity with Serious-Injury and Fatality Risks to Cyclists in Commercial Truck-Cyclist Accidents

2017-22-001311/13/2017

This study aimed to clarify the relationship between truck–cyclist collision impact velocity and the serious-injury and fatality risks to cyclists, and to investigate the effects of road type and driving scenario on the frequency of cyclist fatalities due to collisions with vehicles. We used micro and macro truck–cyclist collision data from the Japanese Institute for Traffic Accident Research and Data Analysis (ITARDA) database. We classified vehicle type into five categories: heavy-duty trucks (gross vehicle weight [GVW] ≥11 × 103 kg [11 tons (t)], medium-duty trucks (5 × 103 kg [5 t] ≤ GVW < 11 × 103 kg [11 t]), light-duty trucks (GVW <5 × 103 kg [5 t]), box vans, and sedans. The fatality risk was ≤5% for light-duty trucks, box vans, and sedans at impact velocities ≤40 km/h and for medium-duty trucks at impact velocities ≤30 km/h. The fatality risk was 6% for heavy-duty trucks at impact velocities ≤10 km/h. Thus, the fatality risk appears strongly associated with vehicle class and impact velocity. The results revealed that a 10 km/h reduction in impact velocities could mitigate the severity of cyclist injuries at impact velocities ≥30 km/h for all five vehicle types. The frequency of cyclist fatalities at intersections with traffic signals involving heavy-duty trucks was significantly higher during daytime than that at nighttime. Fatalities involving vehicles making a left turn generally increased with vehicle weight. The frequency of cyclist fatalities involving vehicles making a left turn was the largest for heavy-duty trucks both during daytime (67.6%) and at nighttime (52.3%).

Matsui, Yasuhiro, Oikawa, Shoko, Sorimachi, Kazuhiro, Imanishi, Akira, Fujimura, Takeshi

Brazil's Option to Join iGLAD - International Harmonized In-Depth Accident Data

2017-36-018311/7/2017

A strong local initiative in Campinas - Brazil is studying how to be more effective in the improvement of road safety in order to align to other worldwide initiatives with similar goals. This paper describes the Brazilian initiative’s approach to the challenge of being aligned with iGLAD (Initiative for the Global Harmonization of Accident Data, starting as a project in 2011 and collecting data since 2007) on the delivery of its first set of accident cases from 2016. The Brazilian source of data started as a pilot project collecting local data with the aim of extending it within the next years to a larger region. In fact, a consistent method for the development of strategies and measures to prevent accidents and mitigate injury severity comes from accident database analysis. Although databases such as national statistics are available for many countries for assessing accident situations, examining trends, or carrying out similar analysis; the identification of accident and injury causation and the evaluation of countermeasures require a higher level of detail. Comparison with other regions or countries in terms of that analysis has been an aim for many researchers. For this reason, several in-depth accident data collection projects have emerged worldwide in recent years. Unfortunately, comparative analysis of in-depth data from different countries is difficult or even impossible due to different standards for data collection and coding. For that purpose, Brazil needs to join the methods used in iGLAD, i.e. to process and merge the different data samples describing and overviewing the current status in terms of case counts, marginal distributions as is done by the countries participating from Europe, Asia, Australia and North and South America (currently only Brazil) providing data for iGLAD. As an application example, the iGLAD dataset from 2007 to 2015 was used to analyze the distributions of accident types, presence of safety systems, characteristics of collision deformation and injury severity for each country and to provide country comparisons. The status of Brazil can be assessed in that frame and also capabilities for pre-crash analysis can be assessed. Exemplary statistical assessment of injury probability and descriptive statistics for comparison between different countries were given as a result of the analysis and for the Brazilian sample will give the first trends. This paper gives an overview of the Brazilian data in the framework of the iGLAD initiative as a new field crash data set and shows its unique opportunities for road accident analysis in a global scope, which are not provided by any other accident data source and will give stronger support for efficient and consistent traffic policies. The analysis according to the harmonized data helps to address challenges of road safety on a global level, whether through the identification of country-specific issues and measures to address them or the harmonization of legislation and ratings.

Longton, Alejandro, Schulze, Oliver, Bakker, Jörg, Parera, Nuria, Leitao, Joel

Technology from Highly Automated Driving to Improve Active Pedestrian Protection Systems

2017-01-14093/28/2017

Highly Automated Driving (HAD) opens up new middle-term perspectives in mobility and is currently one of the main goals in the development of future vehicles. The focus is the implementation of automated driving functions for structured environments, such as on the motorway. To achieve this goal, vehicles are equipped with additional technology. This technology should not only be used for a limited number of use cases. It should also be used to improve Active Safety Systems during normal non-automated driving. In the first approach we investigate the usage of machine learning for an autonomous emergency braking system (AEB) for the active pedestrian protection safety. The idea is to use knowledge of accidents directly for the function design. Future vehicles could be able to record detailed information about an accident. If enough data from critical situations recorded by vehicles is available, it is conceivable to use it to learn the function design. Furthermore the system behaviour can be evaluated for the recorded accidents. Active Safety Systems need to know if the driver is able to solve a critical situation or if an intervention of the vehicle is necessary. Driver behaviour is difficult to model. It is not feasible to compute every possible future state of the driver. Based on the work from Eidehall, a stochastic approach is implemented to calculate how long a driver is able to drive collision free, based on information about other traffic participants and a high-precision digital map. This approach is described in the second part of the paper.

Schratter, Markus, Cantu, Susie, Schaller, Thomas, Wimmer, Peter, Watzenig, Daniel

Method to Optimize Key Parameters and Effectiveness Evaluation of the AEB System Based on Rear-End Collision Accidents

2017-01-01123/28/2017

Rear-end accident is one of the most important collision modes in China, which often leads to severe accident consequences due to the high collision velocity. Autonomous Emergency Braking (AEB) system could perform emergency brake automatically in dangerous situation and mitigate the consequence. This study focused on the analysis of the rear-end accidents in China in order to discuss about the parameters of Time–to-Collision (TTC) and the comprehensive evaluation of typical AEB. A sample of 84 accidents was in-depth investigated and reconstructed, providing a comprehensive set of data describing the pre-crash matrix. Each accident in this sample is modeled numerically by the simulation tool PC-Crash. In parallel, a model representing the function of an AEB system has been established. This AEB system applies partial braking when the TTC ≤ TTC1 and full braking when the TTC ≤ TTC2. Lastly, the AEB system’s model is coupled to the kinematic of the vehicle in simulation for virtual trajectories preceding the collision point to evaluate the potential effectiveness of different combinations of TTC according to the collision velocity reduction effectiveness and the excessive avoidance performance. After the simulations of 4284 run with 51 combination of the parameters based on 84 accidents, the results show that among the four desirable combinations, TTC1 = 1.0 s and TTC2 = 0.6 s is suitable for collision avoidance while TTC1 = 0.9 s and TTC2 = 0.5 s has satisfactory excessive collision avoidance.

Zhao, Mingming, Wang, Hongyan, Chen, Junyi, Xu, Xiao, He, Yutong

External Biofidelity Evaluation of Pedestrian Leg-Form Impactors

2017-01-14503/28/2017

Current state-of-the-art vehicles implement pedestrian protection features that rely on pedestrian detection sensors and algorithms to trigger when impacting a pedestrian. During the development phase, the vehicle must “learn” to discriminate pedestrians from the rest of potential impacting objects. Part of the training data used in this process is often obtained in physical tests utilizing legform impactors whose external biofidelity is still to be evaluated. This study uses THUMS as a reference to assess the external biofidelity of the most commonly used impactors (Flex-PLI, PDI-1 and PDI-2). This biofidelity assessment was performed by finite element simulation measuring the bumper beam forces exerted by each surrogate on a sedan and a SUV. The bumper beam was divided in 50 mm sections to capture the force distribution in both vehicles. This study, unlike most of the pedestrian-related literature, examines different impact locations and velocities. The results show how the Flex-PLI and the PDI-1 exert greater forces on the bumper beam than the THUMS, while the PDI-2 produced bumper beam forces similar to the THUMS. The PDI-2 is often used to represent the Hardest To Detect (HTD) surrogate in pedestrian detection assessments. These results indicate that the PDI-2 produces bumper forces similar to what would be produced by a 50th percentile male, suggesting that an alternative means may be needed to evaluate HTD scenarios. These results also suggest that the Flex-PLI or the PDI-1 are likely to produce bumper forces greater than would be produced by contact with a human. Studies with different vehicle and pedestrian sizes would be needed to fully understand the impactors’ performance.

Perez-Rapela, Daniel, Forman, Jason, Crandall, Jeff, Jeon, Haeyoung

NHTSA’s Proposed Frontal Oblique Impact Test Protocol: Analyses and Evaluation

2017-01-14753/28/2017

On December 2015, The National Highway Traffic Safety Administration (NHTSA) published its proposal to implement U.S New Car Assessment Program (NCAP) changes covering three categories of crashworthiness, crash avoidance and pedestrian protection, beginning with the 2019 model year. The crashworthiness category included a new frontal oblique impact (OI) test protocol. The test compromises of a new Oblique Moving Deformable Barrier (OMDB), new THOR 50th percentile male (THOR-50M) anthropomorphic test device (ATD), and a new test configuration. An OMDB of 2,486 kg (5,480 lb) impacts a stationary target vehicle at a speed of 90 kph (56 mph) at an angle of 15 degrees with a 35% barrier overlap with the front end of the target vehicle. In vehicle-to-vehicle collisions, the lighter weight vehicle experience higher velocity change and higher acceleration levels, thereby, occupants in the lighter vehicle experience higher injury risk. This paper describes the analyses of a series of 31 OI tests conducted by NHTSA, in which the target vehicles used were of different sizes and weight distribution ranging between 1034 Kg (SMART)-2624 Kg (Silverado). Deformation Energy in the OMDB was calculated from the honeycomb deformation and its associated stiffness. Target vehicle Deformation Energy (DE) in each of the 31 OI tests was determined and compared to its 56 kph (35 mph) NCAP DE. This was shown in a diagram of DE versus mass ratio of the target vehicle to the OMDB. THOR M50 dummy responses for each test were plotted against target vehicle Velocity Change (Δv2),calculated from momentum equation and from test’s velocity time histories. Results indicated that target vehicles absorb more DE in the proposed OI compared to a 56 kph (35 mph) full frontal barrier impact. Lighter weight vehicles, in particular, have to manage approximately 50-60% more DE in the proposed OI. Larger vehicles that have similar weight to that of the OMDB manage approximately same DE as in the NCAP full frontal barrier impact. Therefore lighter vehicles will require significant structural reinforcing and stiffening to manage the crash energy in the OI. This may have a negative impact on attributes such as occupant safety, vehicle compatibility, and fuel economy. For example, it could result in a stiffer crash pulse in light vehicles which may lead to issues associated with occupant safety in all seating position, elderly occupants in particular. Injury risk associated with THOR-M50 dummy responses in NHTSA’s OI tests showed weak or no correlations with (Δv2).The proposed OI mode did not demonstrate the expected injury trend with velocity change which may be attributed to potential issues with the barrier mass, barrier stiffness, THOR dummy, and the test configuration. It is concluded that further research is needed to develop appropriate OI test parameters, OMDB, and dummy type and / or injury criteria.

Barbat, Saeed, Li, Xiaowei

Accident Scenarios on Indian Roads: A Study of Driver Behaviour and Road Infrastructure, based on data collected by ADAC

2017-26-00021/10/2017

Most of the time in motor vehicle accidents, the driver of the vehicle (especially driver of the larger vehicle in case of collision involving multiple vehicles) is held responsible for rash and negligent driving. But in-depth study and statistics, points out several external or environmental factors playing crucial role in these unfortunate incidents. In some cases these factors directly influence an accident/crash and in some cases these factors influence the behavior pattern of the driver, which increases risk of unsafe practices. Based on the real time data collected by ADAC on the Gurgaon - Jaipur Stretch of NH-8 and others parts of India, some of the factors that directly or indirectly influences the drivers behaviour, are illustrated in this paper.

Padhy, Sitikantha, Agrawal, Pradeep, Yadav, Yoginder

Traffic Accidents Involving Cyclists Identifying Causal Factors Using Questionnaire Survey, Traffic Accident Data, and Real-World Observation

2016-22-000811/7/2016

The purpose of this study is to clarify the mechanism of traffic accidents involving cyclists. The focus is on the characteristics of cyclist accidents and scenarios, because the number of traffic accidents involving cyclists in Tokyo is the highest in Japan. First, dangerous situations in traffic incidents were investigated by collecting data from 304 cyclists in one city in Tokyo using a questionnaire survey. The survey indicated that cyclists used their bicycles generally while commuting to work or school in the morning. Second, the study investigated the characteristics of 250 accident situations involving cyclists that happened in the city using real-world bicycle accident data. The results revealed that the traffic accidents occurred at intersections of local streets, where cyclists collided most often with vehicles during commute time in the morning. Third, cyclists’ behavior was observed at a local street intersection in the morning in the city using video pictures. In one hour during the morning commute period, 250 bicycles passed through the intersection. The results indicated that one of the reasons for traffic accidents involving cyclists might be the combined effect of low visibility, caused by the presence of box-like building structures close to the intersections, and the cyclists’ behavior in terms of their velocity and no confirming safety. It was observed that, on average, bicycle velocity was 3.1 m/s at the initial line of an intersection. The findings from this study could be useful in developing new technologies to improve cyclist safety, such as alert devices for cyclists and vehicle drivers, wireless communication systems between cyclists and vehicle drivers, or advanced vehicles with bicycle detection and collision mitigation systems.

Oikawa, Shoko, Hirose, Toshiya, Aomura, Shigeru, Matsui, Yasuhiro

Association of Impact Velocity with Risks of Serious Injuries and Fatalities to Pedestrians in Commercial Truck-Pedestrian Accidents

2016-22-000711/7/2016

This study aimed to clarify the relationship between truck-pedestrian crash impact velocity and the risks of serious injury and fatality to pedestrians. We used micro and macro truck-pedestrian accident data from the Japanese Institute for Traffic Accident Research and Data Analysis (ITARDA) database. We classified vehicle type into five categories: heavy-duty trucks (gross vehicle weight [GVW] ≥11 × 103 kg [11 tons (t)], medium-duty trucks (5 × 103 kg [5 t] ≤ GVW < 11 × 103 kg [11 t]), light-duty trucks (GVW <5 × 103 kg [5 t]), box vans, and sedans. The fatality risk was ≤5% for light-duty trucks, box vans, and sedans at impact velocities ≤ 30 km/h and for medium-duty trucks at impact velocities ≤20 km/h. The fatality risk was ≤10% for heavy-duty trucks at impact velocities ≤10 km/h. Thus, fatality risk appears strongly associated with vehicle class. The results also revealed that a 10 km/h reduction in impact velocities could mitigate the severity of pedestrian injuries at impact velocities ≥30 km/h for all five analyzed vehicle types. Therefore, serious injuries and fatalities to pedestrians could be decreased by the development and deployment of collision mitigation systems (CMSs) to all vehicles, including to commercial trucks, because CMSs can detect pedestrians in even severe conditions, such as when the drive’s view is obstructed, and can reduce the impact velocity. The present results indicate that CMS design specifications should differ between vehicle types because of the strong dependence of serious-injury and fatality risks on vehicle type.

Matsui, Yasuhiro, Oikawa, Shoko, Sorimachi, Kazuhiro, Imanishi, Akira, Fujimura, Takeshi

Real-time Pedestrian Detection using Convolutional Neural Network on Embedded Platform

2016-01-18779/14/2016

The convolutional neural network (CNN) has achieved extraordinary performance in image classification. However, the implementation of such architecture on embedded platforms is a big challenge task due to the computing resource constraint issue. This paper concentrates on optimization of CNN on embedded platforms with a case study of pedestrian detection in ADAS. The main contribution of this proposed CNN is its ability to run pedestrian classification task in real time with high accuracy based on a platform with ARM embedded. The CNN model has been trained with GPU locally and then transformed into an efficient implementation on embedded platforms. The efficient implementation uses dramatically small network scale and a lightweight CNN is obtained. Specifically, parameters of the network are compressed by adopting integer weights to reduce computational complexity. Meanwhile, other optimizations have also been proposed to adapt the general ARM processor architecture. Finally, a robust and efficient CNN architecture is executed to run pedestrian detection algorithm in real time. The embedded platform employs a 1GHz Cortex-A53 ARMv8 based CPU. The network performs nearly 200 regions of interest detection per second with 97% accuracy by using a single core of Cortex-A53 in real traffic scene.

Hu, Jun, Liu, Wei, Cheng, Shuai, Tian, Huan, Yuan, Huai, Zhao, Hong

Pedestrian/Bicyclist Limb Motion Analysis from 110-Car TASI Video Data for Autonomous Emergency Braking Testing Surrogate Development

2016-01-14564/5/2016

Many vehicles are currently equipped with active safety systems that can detect vulnerable road users like pedestrians and bicyclists, to mitigate associated conflicts with vehicles. With the advancements in technologies and algorithms, detailed motions of these targets, especially the limb motions, are being considered for improving the efficiency and reliability of object detection. Thus, it becomes important to understand these limb motions to support the design and evaluation of many vehicular safety systems. However in current literature, there is no agreement being reached on whether or not and how often these limbs move, especially at the most critical moments for potential crashes. In this study, a total of 832 pedestrian walking or cyclist biking cases were randomly selected from one large-scale naturalistic driving database containing 480,000 video segments with a total size of 94TB, and then the 832 video clips were analyzed focusing on their limb motions. We modeled the pedestrian/bicyclist limb motions in four layers: (1) the percentages of pedestrians and bicyclists who have limb motions when crossing the road; (2) the averaged action frequency and the corresponding distributions on when there are limb motions; (3) comparisons of the limb motion behavior between crossing and non-crossing cases; and (4) the effects of seasons on the limb motions when the pedestrians/bicyclists are crossing the road. The results of this study can provide empirical foundations supporting surrogate development, benefit analysis, and standardized testing of vehicular pedestrian/bicyclist detection and crash mitigation systems.

Tian, Renran, Chien, Stanley, Fu, Li, Chen, Yaobin, Takahashi, Hiroyuki, Sherony, Rini

Evaluation of the Effectiveness of Volvo’s Pedestrian Detection System Based on Selected Real-Life Fatal Pedestrian Accidents

2016-01-14504/5/2016

The objective of this work is to test the potential benefit of active pedestrian protection systems. The tests are based on real fatal accidents with passenger cars that were not equipped with active safety systems. Tests have been conducted in order to evaluate what the real benefit of the active safety system would be, and not to gain only a methodological prediction. The testing procedure was the first independent testing in the world which was based on real fatal pedestrian accidents. The aim of the tests is to evaluate the effectiveness of the Volvo pedestrian detection system. The in-depth accident database ZEDATU contains about 300 fatal pedestrian traffic accidents in urban areas. Eighteen cases of pedestrians hit by the front end of a passenger vehicle were extracted from this database. Cases covering an average traffic scenario have been reconstructed to obtain detailed model situations for testing. Simulations of accidents have been made in PC Crash 10.0 using a multibody object and a mesh model of vehicles. An active safety testing scenario was built on the basis of the reconstructed accidents with a Volvo V40 cc and a new dummy simulating a pedestrian. Before the tests the dummy was evaluated in anechoic room to gain required radar reflection properties which would be the same as those of a human body. The movement of the dummy was driven by the autonomous ultraflat overrunable robot (UFO) for experimental ADAS testing and synchronized with the Volvo’s motion by D-GPS with high accuracy. Experts that solves traffic accident involving a vehicle with a fully autonomous braking in a critical situation, encounter the problem of taking into account the impact of this system on the course of a traffic accident. Experts do not have enough information about the behavior of autonomous braking system. The implementation of such active safety systems has not yet been described and studied. Benefit of active safety systems to prevent road accidents can be achieved, for example, early warning driver of a potential collision situation sufficiently in advance to reaction and post-maneuver (braking, yaw,..). Professional community of traffic accident experts have lack of information about the general behavior of autonomous braking systems. From the perspective of traffic accident experts on following problems is study focused: How weather conditions affected to the operation of the system? In what speeds the system can prevent or reduce the risk of an accident? What type of pedestrian motion can system recognize? What period of time prior to the collision situation the system is warning the driver? How is the deceleration of the vehicle during autonomous braking?

Vertal, Peter, Steffan, Hermann

Modeling of Low Illuminance Road Lighting Condition Using Road Temporal Profile

2016-01-14544/5/2016

Pedestrian Automatic Emergency Braking (PAEB) for helping avoiding/mitigating pedestrian crashes has been equipped on some passenger vehicles. Since approximately 70% pedestrian crashes occur in dark conditions, one of the important components in the PAEB evaluation is the development of standard testing at night. The test facility should include representative low-illuminance environment to enable the examination of the sensing and control functions of different PAEB systems. The goal of this research is to characterize and model light source distributions and variations in the low-illuminance environment and determine possible ways to reconstruct such an environment for PAEB evaluation. This paper describes a general method to collect light sources and illuminance information by processing large amount of potential collision locations at night from naturalistic driving video data. This study was conducted in four steps. (1) Gather night driving video collected from Transportation Active Safety Institute (TASI) 110 car naturalistic driving study, particularly emphasizing locations with potential pedestrian collision. (2) Generate temporal video profile as a compact index toward large volumes of video, (3) Identify light fixtures by removing dynamic vehicle head lighting in the profile and stamp them with their Global Positioning System (GPS) coordinates. (4) Find the average distribution and intensity of illuminants by grouping lighting component information around the potential collision locations. The resulting lighting model and setting can be used for lighting reconstruction at PAEB testing site.

Dong, Libo, Chien, Stanley, Zheng, Jiang-Yu, Chen, Yaobin, Sherony, Rini, Takahashi, Hiroyuki

The New Approach of In-Depth-Accident-Investigation based on the Methodology for Traffic Accident Database on Scenarios TADS

2016-01-14724/5/2016

Estimating the potential benefit of advanced safety systems by simulation has become increasingly important during the last years. All over the world OEMs and suppliers carry out benefit estimations by simulations via computer models. Such simulations should, of course, be based on real world scenario such as the pre-crash phase of real world accidents. Several methodologies for building up accident scenarios have been developed in the past. This paper shows a new method for generating pre-crash scenarios directly from the reconstruction of the accident by using the software PC-Crash1. The new method was developed by the Medical University Hannover (MHH) and the Fraunhofer Institute for Transportation Dresden (Fraunhofer IVI). It is based on transferring all information (participant-, vehicle-, environment- and motion-data) from the reconstruction file into a scenario-database. In order to analyse the pre-crash situation of real-world accidents and changing boundary conditions (e.g. introduction of certain active safety systems), a socalled Pre Crash Matrix (PCM) was developed. Using the PCM philosophy and including 5 seconds before the accident in the crash analysis combined with the driving behaviours of the vehicles out of PC-Crash, it is possible to analyse, whether or not a sensor system would have been able to recognise the dangerous situation in time to avoid or mitigate the accident. Since intermediate simulation steps with several assumptions are rendered unnecessary, this new method, called TADS (Traffic Accident Database on Scenarios) ensures that there is no tolerance/deviation between the reconstruction and the scenario-database. Every reconstructed pre-crash phase of an accident can be directly imported to the scenario database. This paper will give an overview how TADS work and how it might be used by an example of heavy goods vehicles.

Otte, Dietmar, Urban, Martin, Johannsen, Heiko

Comparative Study of Olfactory Stimuli Influences on Hand-Eye Co-ordinated Tasks in Operators Fatigued by Circadian Effects

2016-01-01414/5/2016

Several studies in the field of hedonics using subjective responses to gauge the nature and influence of odors have attempted to explain the complex psychological and chemical processes. Work on the effect of odors in alleviating driver fatigue is limited. The potential to improve road safety through non-pharmacological means such as stimulating odors is the impetus behind this paper. This is especially relevant in developing countries today with burgeoning economies such as India. Longer road trips by commercial transport vehicles with increasingly fatigued drivers and risk of accidents are being fuelled by distant producer - consumer connections. This work describes a two stage comparative study on the effects of different odors typically obtainable in India. The stages involve administration of odorants orthonsally and retronasally after the onset of circadian fatigue in test subjects. This is followed by a small cognitive exercise to evaluate hand-eye coordination. Instead of actual driving tests on public roads, this test safely and objectively gauges the effects of the odors on cognitive impairment due to circadian fatigue. In addition, details of precautions taken during the experiments to avoid pitfalls such as odor contamination by ambient atmosphere, olfactory desensitization, odorant conflicts etc. are also provided. The experimental findings and results shall present a picture of the relative effects of the various odors typically available in India on cognitive impairment due to operator fatigue and suggest future avenues of research.

Vasudevan, Prasanna, Jayachander, Sreegururaj

Integration Strategy of Safety Systems - Status and Outlook

2016-01-14994/5/2016

On the way to automated driving, the installation rate of surround sensing systems will rapidly increase in the upcoming years. The respective technical progress in the areas of driver assistance and active safety leads to a numerous and valuable information and signals to be used prior to, during and even after an accident. Car makers and suppliers can make use of this new situation and develop integrated safety functions to further reduce the number of injured and even deaths in car accidents. Nevertheless, the base occupant safety remains the core of this integrated safety system in order to ensure at least a state-of-the-art protection even in vehicles including partial, high or full automation. Current networked safety systems comprehend a point-to-point connection between single components of active and safety systems. The optimal integration requires a much deeper and holistic approach. This paper and presentation describe current and future challenges and a clear strategy for the product management as well as for the development and validation of integrated safety systems. The starting points are: market and field requirements based on accident research data, components and technologies brought into the market through driver assistant and automated driving functions as well as design and validation methods to minimize development cost for the targeted performance. This paper will also include an overview of current and future integrated safety functions, the required functional and E/E architectures and the respective roadmap. Technical examples for pre-and in-crash functions will be described including a design overview, HW components and results.

Klier, Willy, Lich, Thomas, D’Addetta, Gian Antonio, Freienstein, Heiko, Koehler, Armin, Reckziegel, Bastian, Yu, Zerong

Testing of Real-Time Criteria in ISO 26262 Related Projects - Maximizing Productivity Using a Certified COTS Test Automation Tool

2016-01-01394/5/2016

Increasing productivity along the development and verification process of safety-related projects is an important aspect in today’s technological developments, which need to be ever more efficient. The increase of productivity can be achieved by improving the usability of software tools and decreasing the effort of qualifying the software tool for a safety-related project. For safety-critical systems, the output of software tools has to be verified in order to ensure the tools’ suitability for safety-relevant applications. Verification is particularly important for test automation tools that are used to run hardware-in-the-loop (HIL) tests of safety-related software automatically 24/7. This qualification of software tools requires advanced knowledge and effort. This problem can be solved if a tool is suitable for developing safety-related software. This paper explains how this can be achieved for a COTS test automation tool. Maximizing the productivity of a software tool’s use involves more than just considering the pre-qualification of the tool in accordance to safety standards. Enhancements in the tool’s usability can also increase the productivity. Test automation tools usually let users develop tests by dragging blocks that define test steps. Signal-based tests are an advancement of this method, which is described in this paper. The aim of signal-based testing is to define test descriptions as if sketching graphs on a sheet of paper with a plotter-like editor to intuitively describe stimulus signals and reference signals as a sequence of signal segments, thereby lowering the initial hurdle towards setting up an efficient test automation.

Himmler, Andreas, Lamberg, Klaus, Schulze, Tino, Stavesand, Jann-Eve

J1698-1A Pedestrian Protection EDR Output Data Definition Appendix to SAE J1698-1 Event Data Recorder – Output Data Definition

J1698/1A_201603 (Historical)3/2/2016

SAE J1698-1A creates an appendix to SAE J1698-1. The appendix contains EDR Record parameters and definitions related to light duty passenger vehicle pedestrian protection systems.

Event Data Recorder Committee

Risks of Serious Injuries and Fatalities of Cyclists Associated with Impact Velocities of Cars in Car-Cyclist Accidents in Japan

2015-22-001511/9/2015

The main purpose of this study is to define the relationship between the car impact velocity and serious injury risk or fatality risk of cyclists. The authors investigated the risks of serious injuries and fatalities of cyclists using vehicle-cyclist accident data from the database of the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan. The vehicle types considered are sedans, mini vans, box vans, light passenger cars and light cargo vans. The results revealed that a 10-km/h decrease in the impact velocity could reduce the severe injury risk and fatality risk for impact velocities of 40 km/h or higher. Specifically, when the impact velocity was less than or equal to 30 km/h, the serious injury risks were less than 21% and the fatality risks were less than or equal to 1% for the above listed vehicle types. Therefore, if the Collision Damage Mitigation Braking System (CDMBS) equipped vehicles can perform its functions effectively so as to reduce the impact velocities, then cyclist injuries will likely be significantly reduced. Another purpose of this study is to assess the effect of wearing a helmet for protection of the cyclist’s head. Impact experiment results showed that the measured head injury criterion (HIC) with helmets are lower than that of head-form impactor without a helmet, reducing the HIC by 57%.

Matsui, Yasuhiro, Oikawa, Shoko

Considerations for ISO 26262 ASIL Hazard Classification

J2980_201505 (Historical)

5/7/2015

This SAE Recommended Practice presents a method and example results for determining the Automotive Safety Integrity Level (ASIL) for automotive electrical and electronic (E/E) systems. This activity is required by ISO 26262-3:2011 [1], and it is intended that the process and results herein are consistent with ISO 26262:2011 [1]. The technical focus of this document is on vehicle motion control systems. It is limited to passenger cars weighing up to 3.5 metric tons. Furthermore, the scope of this recommended practice is limited to collision-related hazards. ISO 26262:2011 [1] has a wider scope than SAE J2980, covering other functions and accidents (not just motion control or collisions as in SAE J2980).

Functional Safety Committee