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A FCW, CIB and DBS benefit estimation method developed in ACAT program

A FCW, CIB and DBS benefit estimation method developed in ACAT program. Hirofumi Aoki, Masami Aga, Yoshiki Miichi, Yoshiaki Matsuo, and Shin Tanaka Toyota Motor Corporation. Developing Systems to Reduce/Mitigate Rear-end Collisions . Subaru. Toyota. Mercedes. Honda. Volvo.

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A FCW, CIB and DBS benefit estimation method developed in ACAT program

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  1. A FCW, CIB and DBS benefit estimation method developed in ACAT program Hirofumi Aoki, Masami Aga, Yoshiki Miichi, Yoshiaki Matsuo, and Shin Tanaka Toyota Motor Corporation

  2. Developing Systems to Reduce/Mitigate Rear-end Collisions Subaru Toyota Mercedes Honda Volvo

  3. Control Sequence FCW DBS (Brake Assist) Speed CIB (Automated braking) Time FCW, DBS and CIB specification System benefit Ordinary Driving Collision The objective in ACAT

  4. Drivers reactionto Benefit FCW DBS (Brake Assist) Speed CIB (Automated braking) FCW + DBS CIB Time Ordinary Driving Collision

  5. Drivers reactionto Benefit Collision FCW DBS (Brake Assist) Speed CIB (Automated braking) FCW + DBS CIB Time Each benefit significantly depends on “how drivers react before collisions”. So… Ordinary Driving

  6. Driver behavior investigation using the Driving Simulator

  7. Driving Simulator Test Example

  8. Driver Reaction Before Collisions 20 - 30s 40 - 50s 60s - [m/s2] Maximum deceleration 10 (31 persons in total) 8 6 4 2 0 [s] 0.0 1.0 2.0 Period from warning to braking onset

  9. Rear-end Reconstruction Concept Traffic accidents are happening incidentally How are rear-end collisionshappening?

  10. Rear-end Collision Modeling Various brake trigger timings * Various response delays * Various braking patterns Braking patterns Brake trigger timing Braking How was the hypothesis verified Rear-end collisions are happening by a combination of Coasting

  11. EDR Data Analysis 2 2 2 3m/s 4m/s 5m/s CDR system connected to a crashed vehicle Speed reduction (mph) (Total 70 cases) 0 30 28 20 - 20 20 Number of cases 11 - 40 10 6 4 1 - 60 0 None -1s -2s -3s -4s -5s None -1s -2s -3s -4s -5s Braking onset before a crash Braking onset before a crash Source : NHTSA EDR database ftp://ftp.nhtsa.dot.gov/NASS/EDR_Reports/

  12. Comparison between EDR EDR 0 -10 -20 -30 -40 -50 Simulation result shows similarity to EDR and simulation result Simulation result [%] 50 40 30 Speed reduction [mph] Frequency 20 10 0 None -1s -2s -3s -4s -5s None -1s -2s -3s -4s -5s Braking onset before a crash Braking onset before a crash

  13. Rear-end Collision Simulation +FCW,DBS & CIB Braking patterns Witha System P Danger is noticed later than warning onset DBS CIB Q Braking onset will be sooner R S Danger is noticed prior to warning onset T Warning Withouta System A Coasting Braking B C D E System benefit can be estimated by comparing P v.s. A, Q v.s. B, R v.s. C and so on.

  14. Simulation 1 SV = 20m/s FCW FCW FCW +DBS FCW +DBS FCW +DBS +CIB FCW +DBS +CIB CIB CIB Speed reduction Crash avoidance ratio FCW onsetDBS onsetCIB onset = 1.7 sec= 0.8 sec= 0.45 sec *Under the Japanese MLIT guideline in 2003 Not expected to push brake pedal* Expected to push brake pedal *e.g., sleepy or fell asleep 0 3.2mph 4.5mph 6.3mph 5 8.1mph 10 (mph) 15 0 0.0% 0.0% 0.0% 1.0% 5 10 (%) 15

  15. Simulation 2 SV = 20m/s FCW FCW FCW +DBS FCW +DBS FCW +DBS +CIB FCW +DBS +CIB CIB CIB Speed reduction Crash avoidance ratio FCW onsetDBS onsetCIB onset = 2.0 sec= 1.1 sec= 0.75 sec Not expected to push brake pedal Expected to push brake pedal 0 5.7 mph 5 9.1 mph 10 12.3 mph 15.4 mph (mph) 15 0 0.0% 0.0 % 7.9 % 5 13.5 % 10 (%) 15

  16. Conclusions An estimation of the benefit of FCW, CIB and DBS was developed. • Driver response before collisions was measured in the driving simulator. It was shown that response varied widely from person to person. • Rear-end collisions were reconstructed. The result was validated with the EDR data analysis. • Estimation method demonstrated the benefit difference by each specification.

  17. Current Study; LDW benefit estimation

  18. End

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