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Institut
- Abteilung Fahrzeugtechnik (7) (entfernen)
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 "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.
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.
Anforderungen, Zielkonflikte
(2019)
Um Sicherheit und Umweltverträglichkeit von Straßen- bzw. Kraftfahrzeugen zu gewährleisten, werden an die Gestaltung der Fahrzeuge technische Anforderungen gestellt. Es gibt Anforderungen durch den Gesetzgeber, die erfüllt werden müssen, um ein Fahrzeug in den Verkehr bringen zu dürfen. Darüber hinaus bestehen herstellerinterne Anforderungen an das Produkt, die über das vom Gesetzgeber geforderte Maß hinausgehen, um den Kundenwünschen und der Firmenphilosophie zu genügen. Und als dritter Punkt stellen auch Verbraucherschutz-Organisationen Kriterien auf, anhand derer sie die Eigenschaften der auf dem Markt befindlichen Fahrzeuge bewerten und die Fahrzeuge eingruppieren, was dann der Kundeninformation dient. Auch diese Anforderungen gehen über die des Gesetzgebers hinaus. Das Setzen der gesetzlichen Mindestanforderungen ist für die Fahrzeugtechnik mittlerweile jedoch nicht mehr einzelnen Staaten überlassen. Vielmehr sind die für die Genehmigung von Fahrzeugtypen einzuhaltenden Bedingungen international harmonisiert: Für die EU sind dies EU-Richtlinien oder EU-Verordnungen, die von der Europäischen Kommission in Brüssel vorgeschlagen werden. Für über die EU hinausgehende Staaten bzw. Regionen sind dies unter anderem Regelungen der UN, erstellt von der UN-Wirtschaftskommission für Europa (UNECE) in Genf.
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.
Motorcycling is a fascinating kind of transportation. While the riders' direct exposure to the environment and the unique driving dynamics are essential to this fascination, they both cause a risk potential which is several times higher than when driving a car. This chapter gives a detailed introduction to the fundamentals of motorcycle dynamics and shows how its peculiarities and limitations place high demands on the layout of dynamics control systems, especially when cornering. The basic principles of dynamic stabilization and directional control are addressed along with four characteristic modes of instability (capsize, wobble, weave, and kickback). Special attention is given to the challenges of braking (brake force distribution, dynamic over-braking, kinematic instability, and brake steer torque induced righting behavior). It is explained how these challenges are addressed by state-of-the-art brake, traction, and suspension control systems in terms of system layout and principles of function. It is illustrated how the integration of additional sensors " essentially roll angle assessment " enhances the cornering performance in all three categories, fostering a trend to higher system integration levels. An outlook on potential future control systems shows exemplarily how the undesired righting behavior when braking in curves can be controlled, e.g., by means of a so-called brake steer torque avoidance mechanism (BSTAM), forming the basis for predictive brake assist (PBA) or even autonomous emergency braking (AEB). Finally, the very limited potential of brake and chassis control to stabilize yaw and roll motion during unbraked cornering accidents is regarded, closing with a promising glance at roll stabilization through a pair of gimbaled gyroscopes.
The objective of European Enhanced Vehicle-safety Committee (EEVC) Working Group (WG) 15 Car Crash Compatibility and Frontal Impact is to develop a test procedure(s) with associated performance criteria and limits for car frontal impact compatibility. This work should lead to improved car to car frontal compatibility and self protection without decreasing the safety in other impact configurations such as impacts with car sides, trucks, and pedestrians. The WG consists of national government representatives who are supported by industrial advisers. The WG serves as a focal point for European research conducted by national and industry sponsored projects. The WG is responsible for collating the results from this research to achieve its objectives. EEVC WG 15 serves as a steering group for the car-to-car activities in the "Improvement of Vehicle Crash Compatibility through the Development of Crash Test Procedures"(VC-COMPAT) project partly funded by the European Commission. This paper presents a review of the current European research status. It also identifies current issues with candidate test procedures and lists the parameters that should be considered in assessing compatibility. The current candidate test procedures are: an offset barrier test with the progressive deformable barrier (PDB) face; a full width wall test with or without a deformable aluminium honeycomb face and a high resolution load cell wall; an offset barrier test with the EEVC barrier and load cell wall. These candidate test procedures must allow assessment of structural interaction, frontal force levels and compartment strength. The WG will report its findings to the EEVC Steering Committee and propose a test procedure in November 2006.