C2C-CC_presentation_6_Furukawa
Overview R&D on Active Safety in Japan
Yoshimi Furukawa
Shibaura Institute of Technology
1.Introduction
In ASV( Advanced Safety Vehicles) activities, two types of Advanced Drive Assist System are discussed. One is “On-Board Autonomous Type” and another is “Communication Cooperation Type”. “Inter-Traffic Communication Systems” (ITCS) or “Inter-Vehicle Communication Systems”(IVCS) in “ Communication Cooperation Type” was investigated from 2001 which was the start year of ASV 3 program.
It was discussed how ITCS or IVCS application services were effective for fatal accident to be decreased. We analyzed accident statistics in Japan and 7 serious accidents were selected to be objected. During the Summer in 2005, we will conduct the verification tests in Tomakomai-City of Hokkaido.
2.Basic Philosophy of System Design
Following requirements are settled to decide system concept;
(1)Popularization of system
System is designed as enough effective, , even if the popularization rate is far below 100%.
(2)Objected services
Accident patterns objected are selected as ones including significant numbers of fatalities and injuries and as others attracting the social attention.
(3)Verification of effects
Verification of effects of the systems on the objected accidents’ reduction should be estimated completely.
(4)C ommunicating object
Heavy duty vehicle, passenger car, motorcycle, bicycle and pedestrian etc.
should be objected.
(5)S tructure of communication system
It should be adaptive to technology advancement of onboard equipments and
communication systems and to multi-modality of system applications.
3.Accident Analysis
In order to select the accident patterns objected, number of accidents to which IVCS
could be effective was analyzed in each accident pattern. Results are shown in Table.1.
Table.1 Numbers of fatalities and serious accidents which IVCS could be effective in each accident patterns.
Serious
Accidents
of
Accident Patterns Number of Fatalities Number
Right Turn 261 4802
Blind Intersection 480 8233
Pedestrian 1041 4746 Head-on 373 2112 Rear End 310 4136
Left Turn 57 1689
Lane Change 12 179
We selected Right Turn, Blind Intersection, Pedestrian and Head-on accident patterns, as the most number of fatalities and injuries. And, from the view point of
social attractive accident patterns, Rea End, Left Turn and Lane Change accident patterns were selected.
By these selection of accident patterns, the percentage of objected fatalities to all fatalities is 28% and the percentage of serious accidents is 36%. And in each accident pattern, percentage of objected accident number are 40% for Pedestrian, 55% for Right
Turn, 33% for Blind Intersection, 31% for Head-on, 59% for Rear End and 74% for Left
Turn accidents.
4.Verification Tests
Verification tests will be conducted in “Civil Engineering Research Institute of Hokaido” which is in Tomakomai-City from July to October, in 2005 to check the required specification of communication systems and human-vehicle interface. Also, technical problems encountered to the design of IVCS might be extracted in the verification tests.
Concretely,
(1)Verification of system function end under condition not necessarily ideal
(2)
The course layout of the verification tests is shown as in Fig.1. In this test course, a blind intersection and a intersection with pedestrian cross passing will be constructed.
Fig.1 Course Layout for Verification Tests in Tomakomai Proving Ground
Communication system used in the verification tests is tentative which is able to be obtained easily from ready-made equipments. But the final specification of the communication system would be designed in the condition that the technology of electronics, and so communication, will be developed in the state of 2008 year. In this verification tests, as capability of communication system is limited especially in communication distance, so wireless transponders will be settled in 6 places.
Verification items in the service of IVCS for each objected accident are as follows.
(1)Right turn accident
-required communication distance
-prediction of other vehicle’s trajectory
-feasibility of practical providing information method which would not disturb driver
(2)Blind intersection accident
-required communication distance
-prediction of other vehicle’s trajectory
-feasibility of practical providing method of vehicles information in blind area (3)Pedestrian accident
- required communication distance
- prediction of pedestrian’s trajectory
- feasibility of practical providing information method of pedestrians whose location could not be measured precisely
(4)Head-on accident
- required communication distance
- prediction of pedestrian’s trajectory
- feasibility of providing information method of vehicle which drives in not identifying lane
(5)Rear end accident
-required communication distance
-prediction of other vehicle’s trajectory
- feasibility of providing information method of vehicle which drives in not identifying lane
(6)Left turn accident
- required communication distance
- prediction of pedestrian’s trajectory
- feasibility of providing information method of vehicle which drives in not identifying lane
(7)Lane change accident
- required communication distance
- prediction of pedestrian’s trajectory
- feasibility of providing information method of vehicle which drives in not identifying lane
5. Predicted Technical Problems in Verification Tests
There are various technical problems predicted prior to the verification test. In this paper, right turn accident pattern is selected to be analyzed. One major problem is that error of vehicle location identification using GPS and digital maps is not so small amount. In the condition that location error is around 30m, then IVCS could not support in the driving situation that tow vehicle close in the distance of less than 60m. Also they could not identify the order of two vehicle with intervehicle distance of less than 30m. So, information provided to a driver should be considered so that the driver could not misunderstand the traffic situation.
And other major problem is this system is used in mixture traffic including not only the vehicle with the system but also the vehicle without system. Information provided to a driver should not make the driver misunderstand the lack of the vehicle which did not install IVCS equipment.
6.Conclusion
ITCS or IVCS concept which is discussed in ASV 3 program was introduced. From July to October in 2005, we will conduct the verification tests of this system. On October in 2005, Experimental Demonstration and International Symposium will be held in Tomakomai-city of Hokkaido. Every experts in this technological area in Europe and in USA will be invited.
Overview R&D on Active Safety in Japan
Yoshimi Furukawa Shibaura Institute of Technology
Contents ?Histories and status of C2C, R2C developments in Japan ?Introduction of C2C safety drive assist system in ASV 3
?Discussion of subjects encountered in C2C verification tests
?Conclusion
One-way Communication Motorcycle, Pedestrians
Approaching!
Right turning vehicle ahead！
Oncoming vehicle
Oncoming vehicle!
Two-way Communication
Two-way Communication Bicycle, vehicles Approaching!
1.Decision of requirements for communication system In order to decide the requirement, following objectives are set. Decision of system definition
Verification of system application concept by experiments Proposal of recommended communication frequency 2.Conditions
The level of the technology composing the system is realized by a year of 2008. (not the system realization target)Utilization of the road infrastructure should be kept to a minimum
Objectives in ASV Phase 3 program
Basic philosophy
■Promotion of System
System is designed to be effective, even if the user rate is far below 100%.
■Objectives in service
Accident patterns that have a significant number of fatalities and injuries as well as other types of accidents
that attract social attention are selected.
■Verification of effects
Verification of effectiveness of the systems should be judged by the reduction of specified accidents.
■Communication objects
Heavy duty vehicle, Passenger Car, Motorcycle, Bicycle and
Pedestrian etc.
■Structure of communication system
It should be adaptive to advance technology of onboard equipments and communication systems,
and to multi-modality of system applications.
sample
Verification Tests
Term : July ~ October, 2005
Place: Tomakomai-City in Hokkaido Demo 2005
October 12 ~ 13, 2005
International Symposium on IVC Systems October 14, 2005
Contact :
ASV@exc-dmk.co.jp
Verification Tests
Objects
(1) Verification of system function under the condition
of near real world traffic.
-Effects of non-IVC vehicles mixed
-Effects of non-perfect communication
-Effects of error in identifying vehicle position (2) Proposal and Verification
-method of information presentation
that doesn't give misunderstanding and confusion to a driver.
Technical Subjects To Be Verified
General Subjects
1.Required communication distance
2.Prediction of other vehicle’s trajectory using GPS and
digital maps
3.HMI: feasibility of practical providing information method
which would not disturb a driver
Specific Subjects
1.Validation of system in mixture traffic condition including
both of IVC vehicles and non-IVC vehicles
2. Prediction of pedestrians’trajectory
3. Validation of system in the condition that the system could
not identify other vehicles’driving lane