Abteilung Fahrzeugtechnik
Filtern
Erscheinungsjahr
Dokumenttyp
Sprache
- Englisch (106) (entfernen)
Schlagworte
- Anfahrversuch (37)
- Safety (35)
- Impact test (veh) (34)
- Sicherheit (34)
- Bewertung (30)
- Conference (29)
- Evaluation (assessment) (29)
- Konferenz (29)
- Fahrzeug (26)
- Test method (25)
Institut
The levels of continuous vehicle automation have become common knowledge. They facilitate overall understanding of the issue. Yet, continuous vehicle automation described therein does not cover "automated driving" as a whole: Functions intervening temporarily in accident-prone situations can obviously not be classified by means of continuous levels. Continuous automation describes the shift in workload from purely human driven vehicles to full automation. Duties of the driver are assigned to the machine as automation levels rise. Emergency braking, e.g., is obviously discontinuous and intensive automation. It cannot be classified under this regime. The resulting absence of visibility of these important functions cannot satisfy " especially in the light of effect they take on traffic safety. Therefore, in order to reach a full picture of vehicle automation, a comprehensive approach is proposed that can map out different characteristics as "Principle of Operation" at top level. On this basis informing and warning functions as well as functions intervening only temporarily in near-accident situations can be described. To reach a complete picture, levels for the discontinuous, temporarily intervening functions are proposed " meant to be the counterpart of the continuous levels already in place. This results in a detailed and independent classification for accident-prone situations. This finally provides for the visibility these important functions deserve.
Test and assessment procedures for passive pedestrian protection based on developments by the European Enhanced Vehicle-safety Committee (EEVC) have been introduced in world-wide regulations and consumer test programmes, with considerable harmonization between these programmes. Nevertheless, latest accident investigations reveal a stagnation of pedestrian fatality numbers on European roads running the risk of not meeting the European Union- goal of halving the number of road fatalities by the year 2020. The branch of external road user safety within the EC-funded research project SENIORS under the HORIZON 2020 framework programme focuses on investigating the benefit of modifications to pedestrian test and assessment procedures and their impactors for vulnerable road users with focus on the elderly. Injury patterns of pedestrians and cyclists derived from the German In-Depth Accident Study (GIDAS) show a trend of AIS 2+ and AIS 3+ injuries getting more relevant for the thorax region in crashes with newer cars (Wisch et al., 2017), while maintaining the relevance for head and lower extremities. Several crash databases from Europe such as GIDAS and the Swedish Traffic Accident Data Acquisition (STRADA) also show that head, thorax and lower extremities are the key affected body regions not only for the average population but in particular for the elderly. Therefore, the SENIORS project is focusing on an improvement of currently available impactors and procedures in terms of biofidelity and injury assessment ability towards a better protection of the affected body regions, incorporating previous results from FP 6 project APROSYS and subsequent studies carried out by BASt. The paper describes the overall methodology to develop revised FE impactor models. Matched human body model and impactor simulations against generic test rigs provide transfer functions that will be used for the derivation of impactor criteria from human injury risk functions for the affected body regions. In a later step, the refined impactors will be validated by simulations against actual vehicle front-ends. Prototyping and adaptation of test and assessment procedures as well as an impact assessment will conclude the work of the project at the final stage. The work will contribute to an improved protection of vulnerable road users focusing on the elderly. The use of advanced human body models to develop applicable assessment criteria for the revised impactors is intended to cope with the paucity of actual biomechanical data focusing on elderly pedestrians. In order to achieve optimized results in the future, the improved test methods need to be implemented within an integrated approach, combining active with passive safety measures. In order to address the developments in road accidents and injury patterns of vulnerable road users, established test and assessment procedures need to be continuously verified and, where needed, to be revised. The demographic change as well as changes in the vehicle fleet, leading to a variation of accident scenarios, injury frequencies and injury patterns of vulnerable road users are addressed by the work provided by the SENIORS project, introducing updated impactors for pedestrian test and assessment procedures.
Supported by field accident data and monitoring results of European Regulation (EC) No. 78/2009, recent plans of the European Commission regarding a way forward to improve passive safety of vulnerable road users include, amongst other things, an extension of the head test area. The inclusion of passive cyclist safety is also being considered by Euro NCAP. Although passenger car to cyclist collisions are often severe and have a significant share within the accident statistics, cyclists are neither considered sufficiently in the legislative nor in the consumer ratings tests. Therefore, a test procedure to assess the protection potential of vehicle fronts in a collision with cyclists has been developed within a current research project. For this purpose, the existing pedestrian head impact test procedures were modified in order to include boundary conditions relevant for cyclists as the second big group of vulnerable road users. Based on an in-depth analysis of passenger car to cyclist accidents in Germany the three most representative accident constellations have been initially defined. The development of the test procedure itself was based on corresponding simulations with representative vehicle and bicycle models. In addition to different cyclist heights, reaching from a 6-year-old child to a 95%-male, also four pedal positions were considered. By reconstruction of a real accident the defined simulation parameters could be validated in advance. The conducted accident kinematics analysis shows for a large portion of the constellations an increased head impact area, which can reach beyond the roof leading edge, as well as high average values for head impact velocity and angle. Based on the simulation data obtained for the different vehicle models, cyclist-specific test parameters for impactor tests have been derived, which have been further examined in the course of head and leg impact tests. In order to study the cyclist accident kinematics under real test conditions, different full scale tests with a Polar-II dummy positioned on a bicycle have been conducted. Overall, the tests showed a good correlation with the simulations and support the defined boundary test conditions. Typical accident scenarios and simulations reveal higher head impact locations, angles and velocities. An extended head impact area with modified test parameters will contribute to an improved protection of vulnerable road users including cyclists. However, due to significantly differing impact kinematics and postures between the lower extremities of pedestrians and cyclists, these injuries cannot be addressed by the means of current test tools such as the flexible pedestrian legform impactor FlexPLI. Based on the findings obtained within the project as well as the existing pedestrian protection requirements a cyclist protection test procedure for use in legislation and consumer test programmes has been developed, whose requirements have been transferred into a corresponding test specification. This specification provides common head test boundary conditions for pedestrians and cyclists, whereby the existing requirements are modified and two parallel test procedures are avoided.
The term test procedure refers to a method that describes how a system has to be tested to identify and assess specific behavior or properties by experiments. This also includes the specification of required tools, equipment, boundary conditions, and evaluation methods. Test procedures are an essential tool to check whether desired product properties are present, which of course also applies to the development of driver assistance systems. In addition to development and release testing that mainly is performed by the vehicle or system manufacturer, there are tests with the purpose of an independent product testing that are conducted by external test organizations. These tests are needed for vehicle type approval (for admission to a specific market), in the context of applying the standard for functional safety (in both cases mainly executed by technical services (being accredited as certification laboratory)) or for customer information purposes (by a test institute for consumer protection). The focus of this chapter is these "external" test methods. After a taxonomy of test procedures, the differences between legislation (type approval) and consumer testing are highlighted. Typical tests and the associated test setup, tools, and assessment criteria are discussed, and an outlook toward testing in the near and mid-future is given.
The term driver assistance systems in the chapter title shall be understood to include vehicle automation. This chapter starts with a homogeneous and consistent classification and nomenclature of all kinds of driver assistance systems known and under discussion today (including vehicle automation). It thereby builds upon familiar classification schemes by the German Federal Highway Research Institute (BASt) and the standardization body SAE international. Detailed evaluation of the German legal situation for driver assistance systems and vehicle automation is provided in the following Sect. 2. In Sect. 3, an overview is given on the legal system in the US to reveal aspects relevant for vehicle automation. This is intended as initial information for those not acquainted to the US legal system which has been the first to regulate automation in several federal states. Finally, in Sect. 4, the current rating scheme of the European New Car Assessment Programme (EuroNCAP) is presented in comparison to legal instruments. The model of a consumer protection based approach proves to be a flexible instrument with great advantages in promoting new technologies. Technical vehicle regulations on the other hand rule minimum requirements. Both approaches are needed to achieve maximum vehicle safety.
The "Autonomous driving on the roads of the future: Villa Ladenburg Project" by the Daimler und Benz-Stiftung looks at degrees of automation that will only become technically feasible in the distant future. The treatment of the legal questions in the present chapter therefore draws heavily on the description of the use cases, which begin to provide a concrete basis for evaluating individual issues. Uncertainties in predicting future technical developments can be expected and will have a commensurate impact on the assumptions and conclusions of this chapter. The resulting uncertainty is nevertheless unavoidable if one wants to press ahead with important interrelated issues. This chapter is therefore intended as a contribution to the debate on societal aspects of automated driving from a legal perspective and not as a legalistic evaluation of the subject. The consideration will largely focus on the situation within the context of current German law. The legal views expressed are those of the author and are based on nine years of experience in the field of driver assistance system research. In terms of the underlying conception presented here, the societal dimension of autonomous vehicles addressed in the present project goes well beyond the adjustments to the legal framework currently being called for in Germany. The following will examine the question of "societal acceptance" in the context of the legal questions raised by autonomous vehicles. This line of investigation is not immediately obvious and covers only a segment of the more thoroughgoing focus of the project.