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Die Level kontinuierlicher Fahrzeugautomatisierung sind unter Fahrerassistenzexperten weithin bekannt und erleichtern das Verständnis. Sie können aber nicht Fahrzeugautomatisierung insgesamt zufriedenstellend beschreiben: Insbesondere temporär intervenierende Funktionen, die in unfallnahen Situationen eingreifen, können offensichtlich nicht nach dem Level kontinuierlicher Fahrzeugautomatisierung beschrieben werden. Diese beschreiben nämlich die zunehmende Aufgabenverlagerung vom Fahrer zur maschinellen Steuerung bei zunehmendem Automatisierungsgrad. Notbremsfunktionen, beispielsweise, sind offensichtlich diskontinuierlich und nehmen zugleich auf intensive Weise Einfluss auf die Fahrzeugsteuerung. Sie lassen sich gerade nicht sinnvoll nach dem Level kontinuierlicher Fahrzeugautomatisierung beschreiben. Das Ergebnis kann indes nicht zufriedenstellen: Die fehlende Sichtbarkeit dieser Funktionen wird ihrer Bedeutung für die Verkehrssicherheit nicht gerecht. Daher wird hier, um ein vollständiges Bild der Fahrzeugautomatisierung zu erlangen, ein umfassender Ansatz zur Beschreibung verfolgt, der auf oberster Ebene nach Wirkweise unterscheidet. Auf dieser Basis lassen sich sowohl informierende und warnende Funktionen als auch solche, die nur temporär in unfallgeneigten Situationen intervenieren, im Detail beschreiben. Das ermöglicht es, eine eigenständige Klassifikation für unfallgeneigte Situationen zu erstellen. Dies kann für diese wichtigen Funktionen die eigenständige Sichtbarkeit herstellen, die ihrer Bedeutung gerecht wird.
For a number of EU regulatory acts Virtual Testing (VT) is already allowed for type approval (see Commission Regulation No. 371/2010 of 16 April 2010 amending the Framework Directive 2007/46/EC). However, only a very general procedure on how to apply VT for type approval is provided. Technical details for specific regulatory acts are not given yet. The main objective of the European project IMVITER (IMplementation of VIrtual TEsting in Safety Regulations) was to promote the implementation of VT in safety regulations. When proposing VT procedures the new regulation was taken into account, in particular, addressing open issues. Special attention was paid to pedestrian protection as pilot cases. A key aspect for VT implementation is to demonstrate that the employed simulation models are reliable. This paper describes how the Verification and Validation (V&V) method defined by the American Society of Mechanical Engineers was adapted for pedestrian protection VT based assessment. or the certification of headform impactors an extensive study was performed at two laboratories to assess the variability in calibration tests and equivalent results from a set of simulation models. Based on these results a methodology is defined for certification of headform impactor simulation models. A similar study was also performed with one vehicle in the type approval test setup. Its bonnet was highly instrumented and subjected to 45 impacts in five different positions at two laboratories in order to obtain an estimation of the variability in the physical tests. An equivalent study was performed using stochastic simulation with a metamodel fed with observed variability in impact conditions of physical headforms. An estimation of the test method uncertainty was obtained and used in the definition of a validation corridor for simulation models. Validation metric and criteria were defined in cooperation with the ISO TC22 SC10 and SC12 WG4 "Virtual Testing". A complete validation procedure including different test setups, physical magnitudes and evaluation criteria is provided. A detailed procedural flowchart is developed for VT implementation in EC Regulation No 78/2009 based on a so called "Hybrid VT" approach, which combines real hardware based head impact tests and simulations. This detailed flowchart is shown and explained within this paper. Another important point within the virtual testing based procedures is the documentation of relevant information resulting from the verification and validation process of the numerical models used. For this purpose report templates were developed within the project. The proposed procedure fixes minimum V&V requirements for numerical models to be confidently used within the type-approval process. It is not intended to be a thorough guide on how to build such reliable models. Different modeling methodologies are therefore possible, according to particular OEM know-how. These requirements respond to a balance amongst the type-approval stakeholders interests. A cost-benefit analysis, which was also performed within the IMVITER project, supports this approach, showing the conditions in which VT implementation is beneficial. Based on the experience gained in the project and the background of the experts involved an outlook is given as a roadmap of VT implementation, identifying the most important milestones to be reached along the way to a future vehicle type approval procedure supported by VT. The results presented in this paper show an important step addressing open questions and fostering the future acceptance of virtual testing in pedestrian protection type approval procedures.
A biofidelic flexible pedestrian legform impactor (FlexPLI) has been developed from the year 2000 onwards and evaluated by a technical evaluation group (Flex-TEG) of UN-ECE GRSP. A recently established UN-ECE GRSP Informal Group on GTR9 Phase 2 is aiming at introducing the FlexPLI within world-wide regulations on pedestrian safety (Phase 2 of GTR No. 9 as well as the new UN regulation 127 on pedestrian safety) as a test tool for the assessment of lower extremity injuries in lateral vehicle-to-pedestrian accidents. Besides, the FlexPLI has already been introduced within JNCAP and is on the Euro NCAP roadmap for 2014. Despite of the biofidelic properties in the knee and tibia sections, several open issues related to the FlexPLI, like the estimation of the cost benefit, the feasibility of vehicle compliance with the threshold values, the robustness of the impactor and of the test results, the comparability between prototype and production level and the finalization of certification corridors still needed to be solved. Furthermore, discussions with stakeholders about a harmonized lower legform to bumper test area are still going on. This paper describes several studies carried out by the Federal Highway Research Institute (BASt) regarding the benefit due to the introduction of the FlexPLI within legislation for type approval, the robustness of test results, the establishment of new assembly certification corridors and a proposal for a harmonized legform to bumper test area. Furthermore, a report on vehicle tests that previously had been carried out with three prototype legforms and were now being repeated using legforms with serial production status, is given. Finally, the paper gives a status report on the ongoing simulation and testing activities with respect to the development and evaluation of an improved test procedure with upper body mass for assessing pedestrian femur injuries.
Automated driving will provide many kinds of benefits - some direct and some indirect. The benefits originate at the individual level, from changes in the behaviour of drivers and travellers with regard to driving and mobility, ending up with benefits at the social level via changes in the whole transport system and society, where many of the current planning and operations paradigms are likely to be transformed by automated driving. There may also be disbenefits, particularly at a social level, for example in intensity of travel which could result in additional congestion and increased use of natural resources. There may also be unintended consequences. For example, we do not know the impacts on public transport: driverless vehicles could provide a means to a lower cost service provision, but the availability of automated cars could lead to more car travel at the expense of collective transport.
Side-impact safety of passenger cars is assessed in Europe in a full-scale test using a moving barrier. The front of this barrier is deformable and represents the stiffness of an 'average' car. The EU Directive 96/27/EC on side impact protection has adopted the EEVC Side Impact Test Procedure, including the original performance specification for the barrier face when impacting a flat dynamometric rigid wall. The requirements of the deformable barrier face, as laid down in the Directive, are related to geometrical characteristics, deformation characteristics and energy dissipation figures. Due to these limited requirements, many variations are possible in designing a deformable barrier face. As a result, several barrier face designs are in the market. However, research institutes and car manufacturers report significant difference in test results when using these different devices. It appears that the present approval test is not able to distinguish between the different designs that may perform differently when they impact real vehicles. Therefore, EEVC Working Group 13 has developed a number of tests to evaluate the different designs. In these tests the barrier faces are loaded and deformed in a specific and/or more representative way. Barrier faces of different design have been evaluated. In the paper the set-up and the reasoning behind the tests is presented. Results showing specific differences in performance are demonstrated.
Within the automotive context camera monitor systems (CMS) can be used to present views of the traffic situation behind the vehicle to the driver via a monitor mounted inside the cabin. This offers the opportunity to replace classical outside rearview mirrors and therefore to implement new design concepts, aerodynamically optimized vehicle shapes and to reduce the width of the vehicle. Further, the use of a CMS offers the potential to implement functionalities like warnings or situation-adaptive fields of view that are not feasible with conventional rearview mirrors. Despite these potential advantages, it is important to consider the possible technical constraints of this technology and its effect on driver perception and behavior. On the technical side next to the field of view and die robustness of die system, aspects as its functionality at day and night as well as under varying weather conditions should be object to scientific investigation. Concerning human machine interaction, it has to be considered, that the perception of velocities and distances of approaching vehicles might be different for CMS as compared to conventional rearview mirrors and potential influences of factors as the Position of the displays or drivers' age should be taken into account. In order to shed light on these and further open issues, BASt is currently conducting a study that will cover the use of CMS under controlled conditions as well in real traffic. The first part of the study will focus on passenger cars, while in a second step the empirical investigation will be extended to heavy goods vehicles, where the potentials as well as the limitations of CMS might differ considerably. The presentation will cover the first part, with regard to the experimental design, implementation and initial results if already available.
Technical progress in automotive engineering focuses at the moment on two competing branches: improving safety and reducing energy consumption. Recent consideration has been given to a third factor, cost to the consumer. Challenges are presented by demographic changes, especially with increasing participation of elderly people in road traffic. The report considers the recent history of road accidents in Germany and statistics relating to vehicle population and road performance. There is a general trend towards decreasing numbers of accidents and their severity. Transport is responsible for roughly 20% of CO2 emissions and approximately 70% of total petroleum consumption. The Federal Government has responded to these challenges by publishing the Freight Transport and Logistics Masterplan in the summer of 2008. It describes the strategic transport policy direction and the key elements of the future course of action which are to be used to ensure the provision of efficient infrastructure and, at the same time, to reduce the amount of energy consumed by vehicles and make transport more efficient, cleaner and quieter. This document contains a number of concrete measures subsumed under the following six objectives: Making optimum use of transport infrastructure - shaping transport to make it more efficient; Reducing the number of journeys - ensuring mobility; Transferring more traffic to the railways and inland waterways; Upgrading more transport arteries and hubs; Environmentally friendly, climate friendly, quiet and safe transport, and Good working conditions and good training in the freight transport industry. Progress in research is outlined in the following areas: Daytime Running Lights for Motorcycles; Safety of hydrogen vehicles - addressing safety and environmental issues by development of a Global Technical Regulation for hydrogen vehicles; Elements of active vehicle safety for elderly drivers; Periodical Technical Inspection of electronically controlled systems in road vehicles - Electronic Stability Control; Pedestrian protection; Crash Compatibility - role of collision partner in passive safety tests; Child safety; Euro NCAP - Child Restraint Systems, and German Field Operational Test on Car-to-Car and Car-to-Infrastructure Systems (SIM-TD). The research project AKTIV - "Adaptive and Cooperative Technologies for Intelligent Traffic" encompasses the design, development, and evaluation of novel driver assistance systems, knowledge and information technologies and is set up to find solutions for efficient traffic management and Car-to-Car and Car-to-Infrastructure communication for future cooperative vehicle applications. The European Statement of Principles on the Human Machine Interface (HMI), presented at the eSafety Conference, which was held in Berlin on 5/6 June 2007, addresses issues such as Real Time Traffic Information (RTTI), Legal issues of Advanced Driver Assistance Systems (ADAS) and e-security.
Topics of the status report are: Road accidents in Germany " Socio-economic costs due to road traffic accidents in Germany " Vehicle population and road performance " Electromobility " Alternative power train technologies: market penetration and consequences. The following research subjects are presented: Safety of electric vehicles " Driving dynamics of electric propelled vehicles " New requirements for the periodic technical inspection of electric and hybrid vehicles " Forward looking safety systems " Periodic roadworthiness tests " Cooperative systems: integration of existing systems " Safety related traffic information " Urban space: User oriented assistance systems and network management " Automated driving " Study on camera-monitor-systems " Freight transport " BioRID TEG, dummy harmonization " Frontal impact and compatibility " Child safety " FlexPLI " GIDAS: a blueprint for worldwide in-depth road accident investigations " Druid: Driving under the influence of drugs, alcohol and medicines " Smoke and toxicity in bus fires.
Topics of this report are: Road accidents in Germany - Socio-economic costs due to road traffic accidents - Vehicle population and road performance " Automotive IT " Electromobility. The following research subjects are presented: Safety of electric vehicles - Forward looking safety systems - Cooperative systems - Safety related traffic information - Freight transport: Action plan freight transport and trial with longer trucks - Lane departure warning systems and Advanced emergency braking systems (AEBS) for heavy duty vehicles - Dummy harmonization " Compatibility - Child safety - Virtual testing - Driving under the influence of drugs, alcohol and medicines - Fire safety of buses - Milled shoulder rumble strips - Conspicuity of powered-two-wheelers - Automatically dipped high beam and rear view mirrors.