Active Safety Features

and Active Safety

Human Factors Issues
Mike Shulman
Ford Motor Company
Presentation Overview
Active Safety Opportunities
Defining the Active Safety Benefit
Equation
The Role of Human Factors in
Implementing Active Safety
The Information to Control Continuum
Research Opportunities
There are Significant Potential
Opportunities for Active Safety Systems
Road Departure Crashes
Vehicle-Vehicle Crashes
Significant Potential Opportunities for
Road Departure Crashes
A lot of progress has already been
made on this scenario with vehicle
control systems such as ABS, TC,
ESC and RSC
These systems say driver, tell me
where you want to go and Ill get you
there within the limits of physics.
Sensors are becoming available that
have the potential to allow vehicles to
reliably monitor the lane markings, up-
coming road conditions, driver status,
etc. under some conditions.
The vehicle's roll stability condition is
monitored approximately 150 times per
second. If the vehicle approaches an
unstable situation, the Roll Stability Control
(RSC) system is activated, reduces engine
power if necessary and applies brakes to
one or more of the wheels to help regain
vehicle stability.
Ford Roll Stability Control
Significant Potential Opportunities also
for Vehicle-Vehicle Crashes
Sensors such as radars
and cameras are
becoming available with
the potential to allow
vehicles to reliably
recognize conflicts with
other vehicles under
some conditions.
Features such as
Forward Collision
Warning and Collision
Mitigation by Braking
are being introduced.
Adaptive Cruise Control (ACC) is a system that can maintain
cruise speed in the same way as a conventional cruise control
system, but can also help maintain the gap to the vehicle ahead
by operating the throttle and brake systems. ACC contains a
radar to measure the gap and closing speed to the vehicle ahead.

ACC was first launched by Jaguar and Mercedes in 1999.
System Effectiveness Equation: Collision Warning System
System Effectiveness =
[ (Crash Probability) l (Crash Consequences) l
( Sensing Reliability) ]

x [ (True Crash Prediction) l (Driver Effectiveness) ]

- [ (False Crash Prediction) l (False Alarm Consequences)]

System effectiveness is heavily influenced by the dependent
relationship between true and false crash predictions
Driver effectiveness and false alarm consequences can be
influenced by HMI
Active Safety Robustness Model
True
Positive
False Positive
More Aggressive Tuning
More Reliable
Tuning
Ideal Function
Real World Function
Reliability = f ( Traditional Component Reliability, Sensor Performance,
Statistical Uncertainty in Estimating the Future)

An inherent trade-off exists between desired function and reliable
performance due to the statistical nature of predicting future events.


With respect to FCW, results clearly suggest that further
reductions in false alarms (resulting in a higher proportion of
credible FCW alerts) are needed to ensure widespread FCW
system acceptance. Only one-third of the imminent alerts were
issued in response to vehicles that remained in the same lane as
the driver during the approach. The remaining imminent alerts were
issued primarily to roadside stationary objects (such as signs and
mailboxes), when the lead vehicle was turning (which can be
anticipated by the driver), or during driver-initiated lane changes.
The overall impression is that a formidable technical challenge lies
ahead in fielding a widely accepted FCW system.
From the ACAS FOT Final Program Report
System Effectiveness Equation: Intervention System
System Effectiveness =
[ (Crash Probability) l (Crash Consequences) l
(Sensing Reliability) ]

x [ (True Crash Prediction) l (Intervention Effectiveness) ]

- [ (False Crash Prediction) l (False Intervention Consequences)]

System effectiveness is again heavily influenced by the dependent
relationship between true and false crash predictions
Automatic vehicle Intervention can occur later than warnings,
since the driver reaction time is eliminated, thus making the true
crash prediction more accurate.
To Increase Our Understanding of
True/False Crash Prediction
Besides radar, vision, GPS/maps etc., we are now
exploring vehicle communications to aid in our
understanding of the vehicle environment.

The CAMP VSC2 Consortium (DCX, Ford, GM,
Honda and Toyota) is working with the NHTSA
and FHWA on:

l CICAS-V (Cooperative Intersection Collision Avoidance
System for Violations).
l VSC-A (Vehicle Safety Communications Applications).
Electronic Emergency Brake Lights (EEBL) Application
l Objective of the application: Provide an early notification to vehicle
downstream of a Subject Vehicle (SV) braking hard, even when the lines of
sight to the SV are obstructed by other vehicles
I am braking
hard:
Vehicle ID
Pos: Lat,
Long
Speed: v
Decel: a
GPS Time
Heading
Path history
Not my
direction,
No Alert
Vehicle not
equipped
Relevant
Event,
Alerting
Driver
Relevant
Event,
Alerting
Driver
Relevant
Event,
Alerting
Driver
Too far
away
No alert
Results - EEBL test
40 mph then
sudden -0.5 g
braking
Latency in most cases less than 200ms with in 200ms measurement accuracy
Information to Control Continuum
Driver Acceptance is a crucial consideration
in the implementation of Active Safety
Systems

Current Implementation Strategies use a
progression:
l Information
l Warning
l Limited Intervention
l Full Control
Ford will start with Information and
Warnings
At Ford Motor Company, Volvo is
leading the introduction of Active
Safety features.

The new S80 includes a Blind-Spot
monitoring system and a radar for
ACC and FCW.

Also included is a first-generation
Collision Mitigation by Braking
System that pre-charges the brakes
and interfaces to the Brake Assist
system to reduce the impact speed.
Ford Will Progress to Limited
Intervention
Soon, Volvo will have in production forward-
looking Optical Radar and vision sensors that
work with the radar. This will enable:

l A Lane Departure Warning system to help
distracted drivers,

l A Driver Alert Monitoring system to warn
drowsy drivers, and

l FCW and Collision Mitigation by Braking
with automatic braking, for both moving and
stopped vehicles.

l City Safety, that applies automatic braking
to minimize or eliminate low-speed crashes.

Later, Ford will Introduce Active
Safety Features that Include Full
Automatic Control
A wider field-of-view radar is coming
that will monitor multiple traffic lanes.
This will enable earlier, full automatic
braking for crash avoidance in
scenarios when the driver can not
steer to avoid the crash

Emergency Lane Assist that will also
monitor oncoming vehicles. If the
driver crosses the lane markers and
does not respond to the warning, the
system will automatically steer back
into the intended lane.

ELA Traffic Scenarios
ADAS Code of Practice
Europe has developed a Code of Practice for Advanced
Driver Assistance Systems.

HMI Concept Simulation & Criteria for HMI Concept
Selection are identified in sections A59 & A74
respectively.

These may be useful as a framework for the
development of common design guidelines/standards in
the US.
Warnings Integration
ISO SC13/WG8 & SAE S&HF committee are working on
an early draft standard regarding principles and
guidelines for the integration of time-sensitive and
safety-critical warning signals in road vehicles

Two proposed methods for evaluating the integration of
active safety warnings are being considered
l Timely comprehension measures comprehension of warnings
l Verification of no unwanted responses measures participants
responses to warnings in context, e.g. simulator or instrumented
vehicle
What are some major Active Safety
Human Factors Issues?

1. How do we successfully warn drivers in
situations where the vehicle can sense
things that the driver can not?
l We have seen this issue in Emergency
Electronic Brake Lights
l GM and VTTI have seen this issue in
backing warning studies
What are some major Active Safety
Human Factors Issues?

2. How do we decide to take control of the
vehicle away from the driver? What should we
do in situations where it is unsafe to proceed?
For example, gap acceptance at rural
intersections.
l We could tell drivers when we think it is
unsafe, and/or
l We could prevent the vehicle from
proceeding until the threat has diminished.
Research Opportunities
Identify the common activities (industry,
government, suppliers, etc.) needed for
successful Active Safety deployment
Analyze current Active Safety
deployments for lessons learned
Investigate the aspects of HMI that need
standardization to avoid driver confusion
and reduced system effectiveness