Field effectiveness evaluation of advanced driver assistance systems

Abstract

Objective: Advanced driver assistance systems (ADAS) are a class of vehicle technologies designed to increase safety by providing drivers with timely warnings and autonomously intervening to avoid hazardous situations. Though laboratory testing suggests that ADAS technologies will greatly impact crash involvement rates, real-world evidence that characterizes their effectiveness is still limited. This study evaluates and quantifies the association of ADAS technologies with the likelihood of a moderate or severe crash for new-model BMWs in the United States.

Methods: Vehicle ADAS option information for the cohort of model year 2014 and later BMW passenger vehicles sold after January 1, 2014 (n?=?1,063,503), was coded using VIN-identified options data. ADAS technologies of interest include frontal collision warning with autonomous emergency braking, lane departure warning, and blind spot detection. BMW Automated Crash Notification system data (from January 2014 to November 2017) were merged with vehicle data by VIN to identify crashed vehicles (n?=?15,507), including date, crash severity (delta V), and area of impact. Using Cox proportional hazards regression modeling, the study calculates the adjusted hazard ratio for crashing among BMW passenger vehicles with versus without ADAS technologies. The adjusted percentage reduction in moderate and severe crashes associated with ADAS is interpreted as one minus the hazard ratio.

Results: Vehicles equipped with both autonomous emergency braking and lane departure warning were 23% less likely to crash than those not equipped (hazard ratio [HR]?=?0.77; 95% confidence interval [CI], 0.73–0.81), controlling for model year, vehicle size and body type. Autonomous emergency braking and lane departure warning generally occur together, making it difficult to tease apart their individual effects. Blind spot detection was associated with a 14% reduction in crashes after controlling for the presence of autonomous emergency braking and lane departure warning (HR =0.86; 95% CI, 0.744–0.99). Differences were observed by vehicle type and crash type. The combined effect of autonomous emergency braking and lane departure warning was greater in newer model vehicles: Equipped vehicles were 13% less likely to crash (HR =0.87; 95% CI, 0.79–0.95) among 2014 model year vehicles versus 34% less likely to crash (HR =0.66; 95% CI, 0.57–0.77) among 2017 model year vehicles.

Conclusion: This robust cohort study contributes to the growing evidence on the effectiveness of ADAS technologies.     

土壤Cd污染对跳虫Folsomia candida的生态毒性

采矿及冶炼等行为造成了严重的土壤重金属污染,其中Cd污染及其带来的健康风险近年来引起人们的高度重视。利用弹尾目跳虫开展土壤Cd污染的生态毒理研究,对Cd污染土壤的生态风险评价具有重要意义。本研究将跳虫Folsomia candida(F.candida)暴露在不同Cd浓度污染的人工土壤中,利用跳虫存活数量、繁殖数量及回避行为实验来评价重金属Cd污染对跳虫的生态毒性。结果表明,Cd对F.candida的急性毒性LC50值为2 086.93 mg·kg~(-1),慢性毒性的繁殖抑制(28 d)EC50值为224.95 mg·kg~(-1)。此外,Cd对跳虫回避行为影响的EC50(48 h)为721.26 mg·kg~(-1)。可以看出,慢性毒性的EC50值与Cd对回避行为影响的EC50值近似,但远低于急性毒性LC50值。因此,跳虫F.candida的回避行为和繁殖率对Cd污染土壤有较高的灵敏度,可用来表征土壤中Cd的生态毒性。     

Effect of phenobarbital and polychlorinated biphenyls on the toxicity and disposition of 1,2,4,5‐tetrachlorobenzene in the rat

Soil avoidance by earthworms has been generally considered a relevant and sensitive endpoint for assessing soil contamination by xenobiotics. However, when pesticide ecotoxicological assessment is concerned, the sensitivity of the recently standardized avoidance assay has been questioned. We hypothesized that this controversy may be due to the specific pesticide mode of action of the chemicals used rather than reveal inconsistencies in the test feasibility, i.e. provided that no pesticides interfering with neuronal pathways are tested, this bioassay should keep expected high levels of sensitivity. In this study, the avoidance behaviour of the earthworm Eisenia andrei under exposure to the carbamate insecticide methomyl [S-methyl N-(methylcarbamoyloxy)thioacetimidate] was linked to the corresponding acetylcholinesterase (AChE) inhibition. Significant AChE inhibition occurred at lower concentrations (from 0.86 mg Kg^?1 onwards) than significant avoidance of spiked soil (from 5.62 mg Kg^?1 onwards). This indicates that assessments regarding pesticides that have neurotoxic activity may be biased if behavioral endpoints are selected. Despite theoretical hypothesis that have been raised, this should be the first study providing preliminary experimental evidence on such a link between avoidance behavior and neuronal impairment levels in earthworms. Further studies are ongoing that should refine conclusions of this study.     

The structure of the fire fighting foam surfactant Forafac®1157 and its biological and photolytic transformation products

For several decades, perfluorooctane sulfonate (PFOS) has widely been used as a fluorinated surfactant in aqueous film forming foams used as hydrocarbon fuel fire extinguishers. Due to concerns regarding its environmental persistence and toxicological effects, PFOS has recently been replaced by novel fluorinated surfactants such as Forafac®1157, developed by the DuPont company. The major component of Forafac®1157 is a 6:2 fluorotelomer sulfonamide alkylbetaine (6:2 FTAB), and a link between the trade name and the exact chemical structure is presented here to the scientific community for the first time. In the present work, the structure of the 6:2 FTAB was elucidated by ¹H, ¹³C and ¹⁹F nuclear magnetic resonance spectroscopy and high-resolution mass spectrometry. Moreover, its major metabolites from blue mussel (Mytilus edulis) and turbot (Scophthalmus maximus) and its photolytic transformation products were identified. Contrary to what has earlier been observed for PFOS, the 6:2 FTAB was extensively metabolized by blue mussel and turbot exposed to Forafac®1157. The major metabolite was a deacetylated betaine species, from which mono- and di-demethylated metabolites also were formed. Another abundant metabolite was the 6:2 fluorotelomer sulfonamide. In another experiment, Forafac®1157 was subjected to UV-light induced photolysis. The experimental conditions aimed to simulate Arctic conditions and the deacetylated species was again the primary transformation product of 6:2 FTAB. A 6:2 fluorotelomer sulfonamide was also formed along with a non-identified transformation product. The environmental presence of most of the metabolites and transformation products was qualitatively demonstrated by analysis of soil samples taken in close proximity to an airport fire training facility.     

机械清洗法对MBR膜泥饼层的影响

膜污染是制约MBR发展的瓶颈。考察投加ABS颗粒对MBR膜组件上膜泥饼层的影响,并设对照实验。结果表明,对照MBR膜通量下降速度快,膜污染严重,膜表面上累积厚厚的泥饼层,而在ABS MBR中膜通量下降速度则缓慢的多,且膜上泥饼层积累量则明显少于对照MBR;曝气量越大,颗粒运行的速度也越快,泥饼层被撞落量也越多;颗粒以碰撞角度为45°冲刷膜的情况下,泥饼层掉落效果明显增加;泥饼层包裹的膜丝根数越多,泥饼层的静摩擦力和保持泥饼层不被破坏的力也越大,泥饼层就越难被冲刷掉。SEM照片显示,ABS MBR的膜孔堵塞要严重于对照MBR,表面的褶皱要较对照MBR多。     

Do mountain log skinks (<Emphasis Type="Italic">Pseudemoia entrecasteauxii</Emphasis>) modify their behaviour in the presence of two predators?

Prey often adopt antipredator strategies to reduce the likelihood of predation. In the presence of predators, prey may use antipredator strategies that are effective against a single predator (specific) or that are effective against several predators (nonspecific). Most studies have been confined to single predator environments although prey are often faced with multiple predators. When more than one predator is present, specific antipredator behaviours can conflict and avoidance of one predator may increase vulnerability to another. To test how prey cope with this dilemma, I recorded the behaviours of lizards responding to the nonlethal cues of a bird and snake presented singly and simultaneously. Lizards use specific and conflicting antipredator tactics when confronted with each predator, as evidenced by refuge use. However, when both predators were present, lizards refuge use was the same as in the predator-free environment, indicating that they abandoned refuge use as a primary mechanism for predator avoidance. In the presence of both predators, they reduced their overall movement and time spent thermoregulating. This shift in behaviour may represent a compromise to minimize overall risk, following a change in predator exposure. This provides evidence of plasticity in lizard antipredator behaviour and shows that prey responses to two predators cannot be accurately predicted from what is observed when only one predator is present.Communicated by W. Cooper     

Assessment of Integrated Pedestrian Protection Systems with Autonomous Emergency Braking (AEB) and Passive Safety Components

Objective: Autonomous emergency braking (AEB) systems fitted to cars for pedestrians have been predicted to offer substantial benefit. On this basis, consumer rating programs—for example, the European New Car Assessment Programme (Euro NCAP)—are developing rating schemes to encourage fitment of these systems. One of the questions that needs to be answered to do this fully is how the assessment of the speed reduction offered by the AEB is integrated with the current assessment of the passive safety for mitigation of pedestrian injury. Ideally, this should be done on a benefit-related basis.

The objective of this research was to develop a benefit-based methodology for assessment of integrated pedestrian protection systems with AEB and passive safety components. The method should include weighting procedures to ensure that it represents injury patterns from accident data and replicates an independently estimated benefit of AEB.

Methods: A methodology has been developed to calculate the expected societal cost of pedestrian injuries, assuming that all pedestrians in the target population (i.e., pedestrians impacted by the front of a passenger car) are impacted by the car being assessed, taking into account the impact speed reduction offered by the car's AEB (if fitted) and the passive safety protection offered by the car's frontal structure. For rating purposes, the cost for the assessed car is normalized by comparing it to the cost calculated for a reference car.

The speed reductions measured in AEB tests are used to determine the speed at which each pedestrian in the target population will be impacted. Injury probabilities for each impact are then calculated using the results from Euro NCAP pedestrian impactor tests and injury risk curves. These injury probabilities are converted into cost using “harm”-type costs for the body regions tested. These costs are weighted and summed. Weighting factors were determined using accident data from Germany and Great Britain and an independently estimated AEB benefit. German and Great Britain versions of the methodology are available. The methodology was used to assess cars with good, average, and poor Euro NCAP pedestrian ratings, in combination with a current AEB system. The fitment of a hypothetical A-pillar airbag was also investigated.

Results: It was found that the decrease in casualty injury cost achieved by fitting an AEB system was approximately equivalent to that achieved by increasing the passive safety rating from poor to average. Because the assessment was influenced strongly by the level of head protection offered in the scuttle and windscreen area, a hypothetical A-pillar airbag showed high potential to reduce overall casualty cost.

Conclusions: A benefit-based methodology for assessment of integrated pedestrian protection systems with AEB has been developed and tested. It uses input from AEB tests and Euro NCAP passive safety tests to give an integrated assessment of the system performance, which includes consideration of effects such as the change in head impact location caused by the impact speed reduction given by the AEB.     

The Real-World Safety Potential of Connected Vehicle Technology

Objective: This article estimates the safety potential of a current commercially available connected vehicle technology in real-world crashes.

Method: Data from the Centre for Automotive Safety Research's at-scene in-depth crash investigations in South Australia were used to simulate the circumstances of real-world crashes. A total of 89 crashes were selected for inclusion in the study. The crashes were selected as representative of the most prevalent crash types for injury or fatal crashes and had potential to be mitigated by connected vehicle technology. The trajectory, speeds, braking, and impact configuration of the selected in-depth cases were replicated in a software package and converted to a file format allowing “replay” of the scenario in real time as input to 2 Cohda Wireless MK2 onboard units. The Cohda Wireless onboard units are a mature connected vehicle technology that has been used in both the German simTD field trial and the U.S. Department of Transport's Safety Pilot project and have been tuned for low false alarm rates when used in the real world. The crash replay was achieved by replacing each of the onboard unit Global Positioning System (GPS) inputs with the simulated data of each of the involved vehicles. The time at which the Cohda Wireless threat detection software issued an elevated warning was used to calculate a new impact speed using 3 different reaction scenarios and 2 levels of braking.

Results: It was found that between 37 and 86% of the simulated crashes could be avoided, with highest percentage due a fully autonomous system braking at 0.7 g. The same system also reduced the impact speed relative to the actual crash in all cases. Even when a human reaction time of 1.2 s and moderate braking of 0.4 g was assumed, the impact speed was reduced in 78% of the crashes. Crash types that proved difficult for the threat detection engine were head-on crashes where the approach angle was low and right turn–opposite crashes.

Conclusions: These results indicate that connected vehicle technology can be greatly beneficial in real-world crash scenarios and that this benefit would be maximized by having the vehicle intervene autonomously with heavy braking. The crash types that proved difficult for the connected vehicle technology could be better addressed if controller area network (CAN) information is available, such as steering wheel angle, so that driver intent can be inferred sooner. More accurate positioning in the real world (e.g., combining satellite positioning and accelerometer data) would allow the technology to be more effective for near-collinear head-on and rear-end crashes, because the low approach angles that are common in such crashes are currently ignored in order to minimize false alarms due to positioning uncertainty.     

基于AHP法的诱发露天矿作业现场碰撞事故危险点重要度排序

露天矿作业现场运行的设备碰撞事故属于安全生产重大事故,尽管发生并不频繁但是同类事故依然在生产中发生。控制诱发该类事故的危险点是现场安全管理的重点,根据现场的事故案例运用AHP法,通过对危险点排序找出其中的重要度,确定碰撞事故中的主要诱发因素,以此在动态生产中识别系统关键节点的危险性,找到预防同类碰撞事故的有效措施。由于诱发危险点在生产中的复杂性,AHP法解决的只是一段时间内的问题,但也为快速掌握安全预控问题提供了一种研究思路。这样在管理资源有限的条件下,为工艺运行的安全预防和控制提供可靠的保障。     

Improving pedestrian safety using combined HOG and Haar partial detection in mobile systems

Objective: The objective of this study is to develop a novel algorithm on a mobile system that can warn drivers about the possibility of a collision with a pedestrian. The constraints of the algorithm are near-real-time detection speed and a good detection rate.

Method: Histogram of gradients (HOG)-based detection is widely used in pedestrian safety applications; however, it has low detection speed for real-time systems. Hence, it has no direct usage for mobile systems. In order to achieve near-real-time detection speed, partial Haar transform predetections are applied to an image before HOG detection. The partial and HOG detections are merged and a score-based confidence level is defined for the final detection phase. In this way, the outcome is prioritized and different warning levels can be issued to warn the driver before a possible pedestrian collision.

Results: The proposed algorithm provides an increase in detection speed (from 46 to 76 fps) and detection rate (from 80 to 91%) with respect to HOG-based pedestrian detection. It also improves confidence of the results by multidetection merging and score assignment to detections.

Conclusions: Performance improvement of the algorithm is compared with respect to state-of-the-art detectors/algorithms. Based on the detection rate and detection speed performance, it can be concluded that the proposed algorithm is suitable to be used for mobile systems to warn drivers about the possibility of collision with a pedestrian.