Citation

Briest S, Vollrath M. VDI Berichte 2006; (1960): 449-463.

Affiliation

DLR Braunschweig

Copyright

(Copyright © 2006, VDI Verlag)

DOI

unavailable

PMID

unavailable

Abstract

Driver errors are the major cause of road accidents. Only about 5 percent of all accidents are caused by purely technical failure. The development of Advanced Driver Assistance Systems (ADAS) is driven by the idea to support the driver to prevent accidents. Depending on the actual situation this assistance can be given by the use of information, warning or active support. An in-depth analysis of the pre-crash phase may help to derive requirements for ADAS to increase safety. Nearly 4500 accidents protocols of the region Braunschweig were analysed on the basis of an information processing model of Hacker [3] and Rasmussen [6] concerning the underlying errors and their psychological causes. The analysis of drivers' errors gives information on the functionality of the ADAS which is required, e.g. granting the right of way when turning left. Conclusions regarding the implementation of the ADAS can be drawn from the analysis of the psychological causes. For example, when the driver was inattentive, a warning system could already be sufficient to prevent the accident. The analysis reveals three main areas where ADAS could prevent accidents: (1) An intersection assistance system which recognises drivers and cyclists from different directions having right of way could prevent 26.1% of all severe accidents. The psychological causes often lie in a lack of perception. Thus, a warning system might already be effective. (2) A collision avoidance system with situation dependent distance and speed control which recognises stationary vehicles and supports the driver's braking manoeuvre. Such a system could prevent 17.5% of all severe accidents. Due to the fact that these accidents are caused by wrong decisions of the drivers, active support of the driver is essential. (3) A system for the situation dependent speed control with additional lateral control could prevent 20.4% of severe accidents. Here, active support is also required. This report is written on the basis of research project FE-Nr.82.214 by order of the Federal Ministry of Transport, Building and Housing represented by the Federal Highway Research Institute. The author has the full responsibility for the content of this article.