Browse Topic: Crash prevention
Provizio promises its 5D Perception stack can safely compete with expensive lidar sensors at a fraction of the cost. “Safety first” is more than a catchphrase. For sensing company Provizio, it's the only way the transportation industry should introduce autonomous vehicles. In Provizio's view, using AV building blocks - technology such as automatic emergency braking and lane-keep assist - can be valuable in ADAS systems, but they should not be used to drive vehicles until the perception problem has been solved. “It's not that we're skeptical about autonomous driving, it's just that we strongly believe that the industry has taken this wrong path,” Dane Mitrev, machine learning engineer at Provizio, told SAE Media at September 2023's AutoSens Brussels conference. “The industry has looked at things the other way around. They tried to solve autonomy first, without looking at accident prevention and simpler ADAS systems. We are building a perception technology which will first eliminate road
Volvo calls its all-new EX90 SUV the safest and most technically adept model in the company's 95-year history, which includes such achievements as the world's first three-point automotive seat belt in 1959. Even before this luxury EV logs its first mile on global roads that take more than 1 million human lives every year, Volvo asserts the EX90 will eliminate up to one in five serious injury accidents, and one in 10 accidents overall. That claim is based not on fuzzy math, said Lotta Jakobsson, a 33-year company veteran and specialist in injury protection, but on Volvo's industry-unique accident database that's been a wellspring of company safety innovations since the 1970s
Recent researches in autonomous driving mainly consider the uncertainty in perception and prediction modules for safety enhancement. However, obstacles which block the field-of-view (FOV) of sensors could generate blind areas and leaves environmental uncertainty a remaining challenge for autonomous vehicles. Current solutions mainly rely on passive obstacles avoidance in path planning instead of active perception to deal with unexplored high-risky areas. In view of the problem, this paper introduces the concept of information entropy, which quantifies uncertain information in the blind area, into the motion planning module of autonomous vehicles. Based on model predictive control (MPC) scheme, the proposed algorithm can plan collision-free trajectories while actively explore unknown areas to minimize environmental uncertainty. Simulation results under various challenging scenarios demonstrate the improvement in safety and comfort with the proposed perception-aware planning scheme
This paper intends to present a novel optimal trajectory planning method for obstacle avoidance on highways. Firstly, a mapping from the road Cartesian coordinate system to the road Frenet-based coordinate system is built, and the path lateral offset in the road Frenet-based coordinate system is represented by a function of quintic polynomial respecting the traveled distance along the road centerline. With different terminal conditions regarding its position, heading and curvature of the endpoint, and together with initial conditions of the starting point, the path planner generates a bunch of candidate paths via solving nonlinear equation sets numerically. A path selecting mechanism is further built which considers a normalized weighted sum of the path length, curvature, consistency with the previous path, as well as the road hazard risk. The road hazard is composed of Gaussian-like functions both for the obstacle and road boundaries, which means, if one path is near the obstacle or
With a path intrusion incident, it is almost always the case that the collision would have been avoided if the pedestrian had not run out, or if the vehicle on the minor road had stopped, or so on. However should the other party be thought to have been travelling at an excessive speed, often the reconstructionist is asked to make a calculation of what whether the collision would, at some alternative speed say equal to the speed limit, still have occurred. In that way causation is addressed. The paper distinguishes between those hazards which are distance limited and those which are time limited, giving definitions of the two types. Distance limited hazards are deterministic, but time limited hazards have a probabilistic basis. This difference has important implications for causation. For a hazard at a fixed distance, there is a well known formula for calculating whether the collision would have been avoided at a slower alternative speed. However a time limited hazard often has no clear
This recommended practice provides common data output formats and definitions for a variety of data elements that may be useful for analyzing the performance of automated driving system (ADS) during an event that meets the trigger threshold criteria specified in this document. The document is intended to govern data element definitions, to provide a minimum data element set, and to specify a common ADS data logger record format as applicable for motor vehicle applications. The data elements defined in this document are unique to Levels 3, 4, or 5 ADS features, as defined by SAE J3016, and provide additional background of the events leading up to a crash or crash-like event. The data from sensors such as camera(s), LiDAR(s) etc. will provide information in the absence of a human driver. The data included in the ADS data logger is expected to be used in conjunction with the SAE J1698 EDR record and traditional accident reconstruction analysis. The event data recorder (EDR) and ADS data
The Insurance Institute for Highway Safety (IIHS) evaluates autonomous emergency braking (AEB) systems as part of its front crash prevention (FCP) ratings. To prepare the test vehicles' brakes, each vehicle must have 200 miles on the odometer and be subjected to the abbreviated brake burnish procedure of Federal Motor Vehicle Safety Standard (FMVSS) 126. Other organizations conducting AEB testing follow the more extensive burnishing procedure described in FMVSS 135; Light Vehicle Brake Systems. This study compares the effects on AEB performance of the two burnishing procedures using seven 2014 model year vehicles. Six of the vehicles achieved maximum AEB speed reductions after 60 or fewer FMVSS 135 stops. After braking performance stabilized, the Mercedes ML350, BMW 328i, and Volvo S80 showed increased speed reductions compared with stops using brand new brake components. The Acura RLX and Cadillac CTS showed no change in speed reductions, and the speed reductions of the Dodge Durango
The turn signal is a vital safety feature that is not only required to be built in as standard equipment on all vehicles, but their use by the driver in everyday driving is required by law. Since not all drivers are diligent at properly actuating turn signals in every situation, the use of the turn signal is less than 100%. However, despite the fact that turn signals are a crash prevention feature, no known study relating to turn signal usage rates is available from the National Highway Traffic Safety Administration, nor from the Department of Transportation, nor from any University, nor from other private safety organizations. This paper summarizes a first-ever published comprehensive study related to turn signal usage rates by everyday drivers and summarizes it in a simple, yet highly accurate naturalistic observation format with the following basic premise: A vehicle is observed to be turning in a situation that is deemed by the observer to require a turn signal: was the turn signal
No bike can express what it actually feels. Talking bike indicates as and when changes occur in a bike that is unknown to the driver. So here we have attempted to indicate what actually bike feels in the dashboard using LEDs. It is necessary to keep the vehicle in proper condition for effective running, longer life and accident prevention. If the problem in a bike is not sensed well before, then efficient running is not possible. Hence vehicle condition monitoring system through dashboard is implemented which displays the exact condition of the vehicle. Different cheap sensors are developed and attached to different parts of the bike and its condition is indicated by LED in the dashboard. These cheap sensors can able to sense fuel level, Engine oil condition, tire pressure condition, chain tightness and battery condition. If this conditions are not measured in time then mileage of the vehicle will come low; emission problem will arise; prone to get accident as well as lower life of the
Although some form of turn signals have been on vehicles since shortly after the invention of the automobile, the advancements and improvements in control of turn signals has stagnated for the last 70 years. The Smart Turn Signal adds little or no cost to the vehicle, and is a significant safety improvement that effects all aspects of driving- cars or trucks, day or night, during all seasons, rain or shine or snow, north or south, east or west, male or female, young or old, driver or passenger or pedestrian, city or highway. Smart Turn Signals are a vital link towards the goal of an intelligent transportation system that not only ensures that drivers use turn signals at all turns, but assures that the turn signal is appropriately shut off after each turn or lane change. The Smart Turn Signal also serves to combat distracted driving as well as road rage. The proper use of the turn signal is more important today than when the first flashing turn signals were installed on cars in the late
The guidelines for operator and bystander protection in this recommended practice apply to towed, semimounted or mounted flail mowers and flail power rakes when powered by a propelling tractor or machine of at least 15 kw (20 hp), intended for marketing as industrial mowing equipment and designed for cutting grass and other growth in public use areas such as parks, cemeteries and along roadways and highways. The use of the word "industrial" is not to be confused with "in-plant industrial equipment". This document does not apply to: 1 Turf care equipment primarily designed for personal use, consumption or enjoyment of a consumer in or around a permanent or temporary household or residence. 2 Machines designed primarily for agricultural purposes but which may be used for industrial use. 3 Self powered or self propelled mowers or mowing machines. Where other standards are referenced, such reference applies only to the document identified, not revisions thereof
Items per page:
50
1 – 50 of 92