From Accidentology to Test Szenario
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1 From Accidentology to Test Szenario o simulation of relevant accident scenarios Andreas Rigling, Thomas Unger ,ADAC e.v. Johannes Ludwig Haslbeck, Prof. Stefan Alexander Schneider FH Kempten 2016 carhs.training gmbh & ADAC e.v. 1
2 Agenda 1 ADAC Accident research Simulation of Car to Car accident scenarios in junctions AEB VRU: Simulation of turning scenarios Summary / Latest ADAC Test 2016 carhs.training gmbh & ADAC e.v. 2
3 ADAC accident research a co-operational project of ADAC airmedical service & ADAC technical centre 2016 carhs.training gmbh & ADAC e.v. 3 ADAC airmed service: app flight missions p.a. app. 10 % road accidents accidents p.a. logged in accident research data base 17 of 35 air bases participating in project Data set completed by many partners
4 ADAC accident research Attributes of the ADAC accident research project: Independent, interdisciplinary study Collection of expert accident data (from police, doctors, fire brigades, motor vehicle experts) Data from serious accidents Highly accurate medical diagnoses Additional accident-related analyses possible Additional information from aerial photography Objectives of the ADAC accident research: Accident causation infrastructure vehicle construction / safety equipment driver or driver / car interaction Documentation of injury causes and injury severity accident mechanism deformations interior construction Further development of European consumer protection programme Improvement of technical rescue Interdisciplinary analyses (medical-technical projects) 2016 carhs.training gmbh & ADAC e.v. 4
5 Accident dataset Example Case 0217: car to car, frontal collision 1. study protocol (airmed service) 2. on scene pictures 3. top view pictures 2016 carhs.training gmbh & ADAC e.v. 5
6 Accident dataset 4. Pre-clinic data (excerpt whole data set includes some 100 coded variables) : 2016 carhs.training gmbh & ADAC e.v Hospital diagnostics (excerpt, coded in ICD10): 6. Accident documentation (excerpt: scaled drawing): Police data set containment scaled drawing of the accident scene photographs (cars, scene) (sometimes) accident expert report accident causes accident mechanisms speeds involved people (number, car, ) injury severities weather, kind of street, car details
7 Agenda 1 ADAC Accident research Simulation of Car to Car accident scenarios in junctions AEB VRU: Simulation of turning scenarios Summary / Latest ADAC Test 2016 carhs.training gmbh & ADAC e.v. 7
8 Motivation Active systems for the prevention of accidents and the mitigation play an increasing roll People ask for tests and results of real life experiences Idea: Simulation could handle complex accident scenarios and help to develop testing procedures Objective Providing technical advice and competent information about testing scenarios with ADAS available on the market. Reliable comparative tests that are based on standardised test criteria 2016 carhs.training gmbh & ADAC e.v. 8
9 Accidentology Injury severity within the ADAC accident research cases Injury severity within the federal national accident statistics fatal severe slight injuries severe injuries 2016 carhs.training gmbh & ADAC e.v. 9 slight slight injuries severe injuries fatal injuries Source: Federal Statistical Office: German road accident statistics. Website, 2015
10 Accidentology ESC AEB >20% of the ADAC accident research cases are crossing, joining or turning accidents most relevant scenarios already adressed by AEB and ESC Source: Federal Statistical Office: German road accident statistics. Website, carhs.training gmbh & ADAC e.v. 10
11 Accidentology 2016 carhs.training gmbh & ADAC e.v. 11 [4] Institut für Straßenverkehr Köln; ISK, Unfalltypenkatalog, 2010 For this study the most often accident type in crossing/joining accidents is used: Type 302: Joining into traffic, turning left; main traffic from the left
12 Parameter mapping accident to test scenario ASIL Level Identification Variation zu testende Variation nicht zu testende Variation EK = Einbiegen/Kreuzen Parameter Unfallnummern 301, 302 und 321: 3 % aller Unfälle Unfalltyp Einbiegen/Kreuzen-Unfall (16 % aller Unfälle) [1] Unfalltypnummer 301 (22 % der EK-Unfälle) [1] 302 (30 % der EK-Unfälle) [1] 321 (19 % der EK-Unfälle) [1] Ortslage innerorts (15 % des Wirkfelds) [1] außerorts (85 % des Wirkfelds) [1] beteiligte Fahrzeuge 2 (96 % des Wirkfelds) [1] 3 (4 % des Wirkfelds) [1] 4 (w eniger als 1 % des Wirkfelds) [1] Fahrbahnzustand trocken (86 % des Wirkfelds) [1] nass (13 % des Wirkfelds) [1] [1] schneeglatt (1 % des Wirkfelds) eisig stark verschmutzt Fahrbahnwinkel zueinander (Bezugspunkt Vorfahrtberechtigter) <45 (3 % des Wirkfelds) [3] (8 % des Wirkfelds) [3] (5 % des Wirkfelds) [3] (49 % des Wirkfelds) [3] (28 % des Wirkfelds) [3] >120 (6 % des Wirkfelds) [3] Sichtbehinderung (durch )? nein (87 % des Wirkfelds) [3] Baum/Busch/andere Botanik (6 anderes Fahrzeug (weniger als 1 % Getreidefeld (w eniger als 1 % des sonstige Sichtbehinderung (weniger Gebäude (weniger als 1 % des % des Wirkfelds) [3] des Wirkfelds) [3] Wirkfelds) [3] als 1 % des Wirkfelds) [3] Wirkfelds) [3] Gefälle / Steigung einlaufender >10 % (Steigung) 5 bis 10 % (Steigung) (weniger als 1 % des Wirkfelds) 2 bis 5 % (Steigung) (3,5 % des Wirkfelds) [3,5] 0 bis 2 % (Steigung) (18 % des Wirkfelds) [3,5] 0 % (eben) (64 % des Wirkfelds) [3,5] 0 bis -2 % (Gefälle) (10 % des Wirkfelds) [3,5] zu Vorfahrtsstraße [3,5] -2 bis -5 % (Gefälle) (3,5 % des Wirkfelds) [3,5] Fahrbahnunebenheiten nein (91 % des Wirkfelds) [3] [3] Rillen (7 % des Wirkfelds) Wellen Hügel Krümmungswinkel Straße 1 (Vorfahrtsstraße) ca. 0 (39 % des Wirkfelds) [3] 0-5 (41 % des Wirkfelds) [3] 5-10 (10 % des Wirkfelds) [3] (4 % des Wirkfelds) [3] >20 (6 % des Wirkfelds) [3] Krümmungswinkel Straße 2 ca. 0 (50 % des Wirkfelds) [3] 0-5 (31 % des Wirkfelds) [3] 5-10 (6 % des Wirkfelds) [3] (2 % des Wirkfelds) [3] >20 (10 % des Wirkfelds) [3] Anzahl Fahrstreifen (inkl. Abbiegestreifen) Straße (57 % des Wirkfelds) [3] 3 (43 % des Wirkfelds) [3] 4 Anzahl Fahrstreifen (inkl. Abbiegestreifen) Straße 2 1 (8 % des Wirkfelds) [3] 2 (88 % des Wirkfelds) [3] 3 (4 % des Wirkfelds) [3] 4 Beschilderung vorhanden? nein (4 % des Wirkfelds) [3] STOP-Schild (25 % des Wirkfelds) Stop + Vorfahrt achten (weniger Vorfahrt achten (41 % des Wirkfelds) Ampel (4 % des Wirkfelds) [3] [3] als 1 % des Wirkfelds) [3] [3] Ausweichen keine Reaktion Bremsung (19 % der Angaben bei (keine statistische Aussage möglich) [1] (20 % der Angaben bei "Kollisionseinlauf") [1] Verhalten Vorfahrtberechtigter "Kollisionseinlauf") [1] falls Bremsung: Bremskraft? verhalten (bis etwa 75 %) (79 % der verbliebenen Fälle) [2] Vollbremsung (21 % der verbliebenen Fälle) [2] Geschwindigkeitsbegrenzung Straße km/h (10 % des Wirkfelds) [3,4] km/h (23 % des Wirkfelds) [3,4] [3,4] km/h (30 % des Wirkfelds) km/h keine 1 [3,4] km/h (7 % des Wirkfelds) km/h keine Geschwindigkeitsbegrenzung Straße km/h (13 % des Wirkfelds) [3,4] km/h (weniger als 1 % des Wirkfelds) [3,4] Microwagen (1 % der PKW im Wirkfeld) [1] Kleinstwagen (7 % der PKW im Wirkfeld) [1] Kleinwagen (23 % der PKW im Wirkfeld) [1] Untere Mittelklasse (28 % der PKW im Wirkfeld) [1] Mittelklasse (31 % der PKW im Wirkfeld) [1] Obere Mittelklasse (8 % der PKW im Wirkfeld) Oberklasse PKW-Klasse [1] (2 % der PKW im Wirkfeld) [1] Tageszeit 0-6 Uhr 6-9 Uhr (11 % des Wirkfelds) [1] 9-12 Uhr (19 % des Wirkfelds) [1] Uhr (23 % des Wirkfelds) [1] Uhr (32 % des Wirkfelds) [1] Uhr (15 % des Wirkfelds) [1] Uhr (weniger als 1 % des Wirkfelds) [1] Lichtverhältnisse Tageslicht (99 % des Wirkfelds) [1] [1] Dämmerung (1 % des Wirkfelds) Dunkelheit Quellen: [1] Datenbank-Abfrage ADAC UFO; [2] New approach of accident benefit analysis for rear end collision avoidance and mitigation systems (ESV 2009, Paper); [3] Einzeluntersuchung von 115 repräsentativen Unfällen in der ADAC-Datenbank, [4] ITO Speed Limits Map: [5] "Top 200" Amtliche Topographische Karten 2016 carhs.training gmbh & ADAC e.v. 12
13 Simulation scenario type 302 picture: Screenshot of Carmaker 2016 carhs.training gmbh & ADAC e.v. 13 Key parameters Location: extra urban Number of vehicles involved: 2 Road condition: dry Road intersecting angle (reference point: driver with right of way): Visibility impaired: no Downward / upward gradient of minor road vs. major road: 0 plane Irregular pavement: no Degree of curvature / road 1 vs. major road: 0 5 Degree of curvature / road 2: 0 Number of lanes (incl. turn lanes) / road 1: 2 Number of lanes (incl. turn lanes) / road 2: 2 Signs: Right of way Behaviour of driver with right of way: braking Braking force applied, if any: moderate up to approx. 75% Speed limit / road 1: kph Speed limit / road 2: 30 50kph Vehicle class: family Time of day: hours (summer) Light conditions: daylight
14 Simulation scenario type 302 Scenario 1 base scenario 2016 carhs.training gmbh & ADAC e.v. 14
15 Simulation scenario type 302 Scenario 2 obstacle 2016 carhs.training gmbh & ADAC e.v. 15
16 Simulation scenario type 302 Scenario 4 driver assistance 2016 carhs.training gmbh & ADAC e.v. 16
17 Results 5 base scenarios for the crossing situation at every specific geometry Worst case scenario (obstacle) 2016 carhs.training gmbh & ADAC e.v. 17
18 Results Technology outline: Intersection assistant in our case: cameras and radar sensors to cover the short, mid- and long ranges. In addition, the system also scans the sides of the vehicle. complex situations at intersections: strong requirements in terms of scanning a vehicle s surroundings active intervention by the system, e.g. auto braking, may be an option warning strategy is essential Safety potential: sensor-based intersection assistants scanning a vehicle s surroundings may prevent 28% of all accidents resulting in personal injury [2] (optimal conditions) [2] D Daschner, J Gwehenberger, S Schwarz, G Wermuth; M Schönfelder, F Hofmann, Unfallstruktur- und Wirkpotenzialanalysen zu den AKTIV-Applikationen auf der Basis von PKW- Haftpflichtschäden mit Personenschaden / AZT Automotive GmbH; Forschungsbericht carhs.training gmbh & ADAC e.v. 18
19 Results Technology outline: Car-to-car communication in our case: ego vehicle equipped with the sensors for the intersection assistant pessimistic assumption of a signal range of 200m, braking late and at 5 m/s2 sufficient to stop the ego vehicle avoidance long range of C2C accidents joining/crossing traffic considered are avoidable even in the case of objects impairing visibility 2016 carhs.training gmbh & ADAC e.v. 19
20 Agenda 1 ADAC Accident research Simulation of Car to Car accident scenarios in junctions AEB VRU: Simulation of turning scenarios Summary / Latest ADAC Test 2016 carhs.training gmbh & ADAC e.v. 20
21 AEB VRU Pedestrian Euro NCAP AEB VRU 2018ff Turning scenario State of the art sensors Simulations with IPG Carmaker: P. Wawrziczny; Hochschule Kempten 2016 carhs.training gmbh & ADAC e.v. 21
22 Simulation results R-1; 30 opening angle visibility A. Rigling / P. Wawrziczny 2016 carhs.training gmbh & ADAC e.v. 22 out of sight comes back in sight at TTC = 0,3 sec crash at 10,22s
23 Simulation results Summary pedestrian scenarios A. Rigling / P. Wawrziczny 2016 carhs.training gmbh & ADAC e.v. 23
24 Agenda 1 ADAC Accident research Simulation of Car to Car accident scenarios in junctions AEB VRU: Simulation of turning scenarios Summary / Latest ADAC Test 2016 carhs.training gmbh & ADAC e.v. 24
25 Summary and Outlook Summary Outlook ADAC testing procedure and assessment could be developed with simulation techniques the testing scenarios are real life (accident) based Future test scenarios and safety discussions will be 2016 carhs.training gmbh & ADAC e.v. 25 supported by simulations
26 2016 Praxiskonferenz Autonomous Emergency Braking Latest ADAC Test Quelle: ADAC Motorwelt 09/ carhs.training gmbh & ADAC e.v. 26
27 Summary Test development 09/ carhs.training gmbh & ADAC e.v. 27 ADAC e.v.; Uwe Rattay
28 Thank You 2016 carhs.training gmbh & ADAC e.v. 28
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