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Citation
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Riexinger LE, Gopiao JB, Gabler HC, Sherony R, Hasegawa T. 27th International Technical Conference on the Enhanced Safety of Vehicles (ESV); April 3-6, 2023; Abstract #: 23-0142, pp. 12p. Washington, DC USA: US National Highway Traffic Safety Administration, 2023 open access. |
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Abstract
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27th International Technical Conference on the Enhanced Safety of Vehicles (ESV): Enhanced and Equitable Vehicle Safety for All: Toward the Next 50 Years
https://www-esv.nhtsa.dot.gov/Proceedings/27/27ESV-000142.pdf
Research Question/Objective: In 2019, there were over 3,600 fatal head-on crashes in the US. This represents 10.9% of all fatal crashes despite accounting for 2.7% of all police-reported crashes. Lane departure warning (LDW) and lane keeping assist (LKA) systems could help address cross-centerline crashes. The authors consider LDW systems to be those that alert the driver prior to the lane crossing event while LKA systems might perform automated steering that may help prevent the vehicle from departing the lane. Automatic emergency braking (AEB) has been effective in preventing or mitigating front-to-rear crashes by providing significant crash-imminent braking. The purpose of this study was to estimate the effectiveness of a simulated LDW or LKA system with a hypothetical AEB system that could activate in cross-centerline head-on crashes. Methods: The National Automotive Sampling System Crashworthiness Data System (NASS/CDS) is a representative sample of tow-away passenger vehicle crashes in the U.S. containing in-depth crash data. Trajectory data was extracted from scaled scene diagrams for 232 cross-centerline NASS/CDS cases with available event data recorder (EDR) information. There were 111 cross-centerline crashes reconstructed based on the trajectory and EDR recorded crash pulse. This effort to predict the benefits of LDW and LKA systems for cross-centerline crashes, involved modeling the crash, including the road geometry and vehicle dynamics. The encroaching vehicle that crossed the centerline was simulated with hypothetical LDW and LKA systems and the impacted vehicle was simulated with and without an AEB system. The outcomes of the simulations were combined to estimate the potential crash reduction of a hypothetical LDW and LKA combined with AEB. For simulations that resulted in a crash, a frontal injury model was used to predict the probability of the occupants sustaining a moderate to fatal injury (MAIS2+F). Results: The hypothetical LDW system had an estimated crash benefit between 7.5% and 10.8% and the hypothetical LKA system had a higher estimated benefit of 32%. With the AEB system in the impacted vehicle, the estimated benefit for LDW increased to 13% to 15%, but the estimated benefit for LKA remained the same. The AEB system with the LDW system resulted in an estimated 50.8% to 54.3% reduction of MAIS2+F injured occupants and an estimated 68.4% reduction with the LKA system. Discussion and Limitations: The simulations indicated that AEB has only a small effect on preventing head-on crashes. However, AEB can mitigate the crash by rapidly reducing the speed of the impacted vehicle prior to the collision. While the hypothetical 2 AEB system does not prevent many additional simulated head-on crashes, it can assist in reducing the likelihood of passengers sustaining a moderate to fatal injury. Conclusion and Relevance to Session Submitted: Previous studies have investigated the benefit of LDW and LKA systems for road departure and head-on crashes. This is the first study to investigate the combined benefit of a hypothetical AEB and lane keeping systems for head-on crashes. This paper is relevant to the session because it evaluates the estimated safety benefits of these systems using EDR pre-crash and crash data.
Language: en |