Advanced Forward-Looking Safety Systems Working Group 3. vfss-wg3 Meeting. Sindelfingen, May 5th, 2012

Transcription

1 vfss-wg3 Meeting Sindelfingen, May 5th, 2012

2 Agenda vfss-wg3 draft test-procedures by 03/2012 IDIADA test results Discussion and finalization of test procedures Next steps

3 Participants AUDI AG: BMW: Daimler AG: Honda: Toyota: ADAC: DEKRA: Mr. Duba, Mr. Breu Mr. Domsch Dr. Fach, Dr. Baumann Mr. Kerkeling Mr. Maminirina Mr. Silvestro Mr. König

4 Test Procedure Development Focus of vfss-working group 3: Longitudinal crash scenarios Development of requirements for crash-targets Development of test-procedures for autonomous and adaptive braking systems bases on accident data 4 Testing Sessions Papenburg July 2010: 10 stationary targets, 4 moving target systems Papenburg, May stationary targets, 2 moving target systems Papenburg, October test vehicles, 5 target systems (stat. & moving) IDIADA, March test vehicles, 2 target systems

5 vfss-test-procedures (proposals by ) 1. Forward Collision Warning (FCW) NHTSA FCW Test protocol Scenarios and test speeds: LVS: 72 kph 0 kph (Lead Vehicle Stopped) LVM: 72 kph 32 kph (Lead Vehicle Moving) LVD: 72 kph 72 kph (Lead Vehicle Decelerating with 2.9 m/s², Gradient 2 m/s³* ) *equivalent to NHTSA-FCW-protocol 2. Autonomous Emergency Braking (AEB) Scenarios and test speeds: LVS: 50 kph 0 kph; 25kph 0 kph LVM: 90 kph 50 kph LVD: 50 kph 50 kph (decelerating with 4,5-5 m/s², Gradient 2 m/s³*, following distance 15m) 3. Advanced forward-looking Brake Assist Systems (ABA); Scenarios and test speeds, braking timing and braking magnitudes: LVS: 50 kph 0 kph; (Timing of braking: TTC=1.1s tbd) LVM: 90kph 50 kph (Timing of braking: TTC=1.0s tbd) braking magnitudes: tbd Brake robot control feedback: tbd (pedal travel, pedal force)

6 Draft test procedure for evaluation of Adaptive Brake Assist ABA (by 12/2012) step 1: charactization of brake system slowly increasing brake pedal travel (50 mm/s) initial speed 50 kph and 90 kph pedal force for 4 m/s²) pedal travel for 4 m/s² pedal force pedal travel pedal speed mm/s deceleration deceleration = 4 m/s² time Brake pedaltravelorforce required for a deceleration level of 4 m/s² brake activation magnitude for ABA-scenarios step 2: evaluation of Adaptive Brake Assist City scenario Lead Vehicle Stopped 50 kph 0 kph Country/Urban scenario: Lead Vehicle Moving 90 kph 50 kph Brake application (representative for hazard braking situation): magnitude correlates to 4 m/s² / brake pedal travel speed 250 mm/s (tbd)

7 vfss WG3 Test Session 4 (IDIADA), March 2012 Focus: Evalution of draft test procedures for autonomous braking and adaptive brake assist (ABA) Participants: Audi, BMW, Daimler, Toyota, ADAC Test vehicles: Audi A8, BMW 5-Series, MB E-Class, MB B-Class, Lexus LS, Toyota Prius

8 Test Procedures AEB (Proposal) LV stopped LVS Velocities v 0 [km/h] Test vehicle Target 0 v rel Test Vehicle Track of Test Vehicle Target (various) Stationary Test Vehicle Track of Test Vehicle and Target Moving target (various) LV moving LVM Velocities v 0 [km/h] Test vehicle Target 50 v rel. Test Vehicle Initial distance: 15 m (+3 m for human drivers) Track of Test Vehicle and Target Moving target brakes to a full stop LV decelerating LVD Velocities v 0 a LV [km/h] Test vehicle 50 Target m/s² with 2 m/s³

9 Lead vehicle deceleration (requirements): speed vs. time (decel. 4.6 m/s² and 2 m/s³) Lead Vehicle Deceleration Scenario Deceleration / Speed of Target , ,5 Speed [km/h] m/s³ v ax 3 2,5 2 Deceleration [m/s²] 15 1, , time [s] 0

10 Target deceleration Pre-tests by ADAC: Manual control of deceleration by driver Lead Vehicle Deceleration Scenario Deceleration / Speed of Target v v1 v2 v3 ax ax1 ax2 ax Speed [km/h] Deceleration [m/s²] time [s] 0

11 ABA Test Procedure (proposal for IDIADA - session) 1. Braking characterization test: Define braking magnitude (pedal displacement and force for defined deceleration level (i.e. 4 m/s² tbd): Maneuver: Slowly increasing brake pedal travel (20 mm/s) at initial test speeds of 90 kph and 50 kph 2. ABA-evaluation tests: LV stopped LVS Velocities v 0 [km/h] Test vehicle v rel. Test Vehicle TTC = 4.1 s to 2.1s: Constant speed TTC = 2,1 s: throttle released (0 %) TTC = 1,1 s: brake activation, magnitude 4 m/s², 250 mm/s (tbd) Target 0 moving target Test Vehicle TTC = 4.0 s to 2.0s: Constant speed TTC = 2.0 s: throttle released (0 %) TTC = 1,0 s: brake activation, magnitude 4 m/s², 250 mm/s (tbd) LV moving LVM Velocities v 0 [km/h] Test vehicle Target 50 v rel.

12 Target Systems at test session 4 Latest version of ADAC target Equipped with Racelogic system to monitor deceleration of driver input for LVD-scenarios

13 Mercedes-Benz Softcrash Target Self propelled target system LVD: Max. deceleration ca. 4 m/s² DGPS-Data of target movement available offline (ascii file) for each test run

14 vfss-wg3: Test Session 4

15 Evaluation Criteria Practicability Practicability of test procedure reproducibility of scenario and requirements on test setup Integrity of target after crash Integrity of test vehicle after crash System performance System performance compared to OEM expectation Consistancy of test results Robustness of test results against insignificant test variations Crash avoidance

16 Questionnaire for ADAC and Softcrash-target

17 Practicabiliy of AEB-Test Procedures (with ADAC-Target) deceleration level target deceleration gradient following distance -4,5 m/s² -2 m/s³ 18 m -4,5 m/s² -2 m/s³ 15 m -4,5 m/s² -2 m/s³ 12 m -6,2 m/s² -2 m/s³ 15 m -6,2 m/s² -2 m/s³ 12 m -4,5 m/s² step 15 m -4,5 m/s² step 18 m -2 m/s² step 12 m -6 m/s² step 12 m yes no yes no yes no yes no yes no yes no yes no yes no yes no yes no yes no yes no Durchführbarkeit / Practicability Audi x x x x x x x x x --> --> --> --> BMW x x x x x x x x x x x not realistic not realistic not realistic not realistic Durchführbarkeit der Mercedes x x x x Testprozedur / Practicability of test procedure Toyota x x x x x x Audi x x x x x x x x x Reproduzierbarkeit des Szenarios / Einhaltung der Testrandbedingungen / Reproducibility of Scenario Integrität des Hindernisses nach Crash / Integrity of target after crash Integrität des Fahrzeugs nach Crash / Integrity of target after crash BMW x x x x x x x x x x x definition stepdefinition stepdefinition stepdefinition step Mercedes x x x x Toyota x x x x x x stance within stance within stance 1 within Audi x x x x x x x x x BMW x x x x x x x x x x x Mercedes x x x x Toyota x x x x x x Audi x x x x x x x x x BMW x x x x x x x x x x x Mercedes x x x x Toyota x x x Autonomous braking scenarios stationary targets Lead vehicle stopped 25kph -> 0kph -> 0kph Lead vehicle moving 90kph -> -> -> -> no crach no crach no crach th small impath small impath small impa moving targets -> Lead vehicle decelerating -> -> -> -> ->

18 System Performance in AEB-Test Procedures (with ADAC-Target) Autonomous braking scenarios stationary targets Lead vehicle stopped Lead vehicle moving moving targets Lead vehicle decelerating 25kph -> 0kph -> 0kph 90kph -> -> -> -> -> -> -> -> -> -> Systemperformance /Ergebnis Systemperformance wie von Hersteller erwartet / system performance as expected by the OEM Reproduzierbar des Testergebnisses / Consistancy of test results Testergebnisse bei geringfügigen Abweichungen der Testbedingungen (bspw. Winkelfahrt / Schatten) / Robustness of test results against insignificant test deceleration level target deceleration gradient following distance -4,5 m/s² -2 m/s³ 18 m -4,5 m/s² -2 m/s³ 15 m -4,5 m/s² -2 m/s³ 12 m -6,2 m/s² -2 m/s³ 15 m -6,2 m/s² -2 m/s³ 12 m -4,5 m/s² step 15 m -4,5 m/s² step 18 m -2 m/s² step 12 m -6 m/s² step 12 m yes no yes no yes no yes no yes no yes no yes no yes no yes no yes no yes no yes no Audi x x x x x x x x x BMW x x x x x x x x x x x Mercedes x x x x Toyota x x x x x x Audi x x x x x x x x --> --> BMW x x x x x x x x x x x olerance below olerance beloolerance belowolerance below olerance below olerance beloolerance belowolerance below Mercedes x x x x Toyota x x x x x tbc tbc tbc Audi x x x x x x x x x BMW x x x x x x x x x x x nditions are cnditions are cnditions are c sidered and wsidered and wsidered and wsidered and wsidered and wsidered and wsidered and wsidered and w Mercedes x Toyota x x x h updated tarh updated tarh updated tarh updated tarh updated tarh updated tar

19 Findings AEB-Test Scenarios (IDIADA 03/2012) AEB test scenarios confirmed: Notes: LVS: confirmed, but reduction of test speed in discussion due to possible damages of target/test vehicle LVM: Test Scenario kph confirmed LVD: deceleration level of 4.5 m/s² with 2 m/s³ performable by skilled driver Leading distance of 15 m (equal to 1.08s) is suitable speed tolerance during deceleration : +/- 2 kph Test protocol shall be updated by specifications for lateral deviations (+/- 0.3 m) and yaw rate (-/+1 degree/s for ) for test vehicle and leading vehicle Requirement for stationary target test phase: only small variation in driver activities and speed variations for at least 3s prior to deceleration ( FCW test protocol) No speed limit device and ACC activated during testing

20 Practicabiliy of ABA-Test Procedures (with ADAC-Target) Displacement feedback stationary targets moving targets Force feedback stationary targets moving targets Lead vehicle stopped Lead vehicle moving Lead vehicle stopped Lead vehicle moving -> 0kph -> 0kph 90kph -> 90kph -> -> 0kph -> 0kph 90kph -> 90kph -> Durchführbarkeit / Practicability Durchführbarkeit der Testprozedur / Practicability of test procedure Reproduzierbarkeit des Szenarios / Einhaltung der Testrandbedingungen / Reproducibility of Scenario Integrität des Hindernisses nach Crash / Integrity of target after crash Integrität des Fahrzeugs nach Crash / Integrity of target after crash brake activation (TTC) braking magnitude brake pedal speed 1,1 s 1,1 s 1,0 s 1,0 s 1,1 s 1,1 s 1,0 s 1,0 s 4 m/s² 5 m/s² 4 m/s² 5 m/s² 4 m/s² 5 m/s² 4 m/s² 5 m/s² 250 mm/s 250 mm/s 250 mm/s 250 mm/s 250 mm/s 250 mm/s 250 mm/s 250 mm/s yes no yes no yes no yes no yes no yes no yes no yes no Audi x x --> --> BMW Mercedes Toyota x x x x x Audi x x BMW Mercedes Toyota x x x x x Audi x x BMW Mercedes Toyota x x x x x Audi x x BMW Mercedes Toyota x x x x x

21 System Performance in ABA-Test Procedures (with ADAC-Target) Displacement feedback stationary targets moving targets Force feedback stationary targets moving targets Lead vehicle stopped Lead vehicle moving Lead vehicle stopped Lead vehicle moving -> 0kph -> 0kph 90kph -> 90kph -> -> 0kph -> 0kph 90kph -> 90kph -> Systemperformance /Ergebnis Systemperformance wie von Hersteller erwartet / system performance as expected by the OEM Reproduzierbar des Testergebnisses / Consistancy of test results Testergebnisse bei geringfügigen Abweichungen der Testbedingungen (bspw. Winkelfahrt / Schatten) / Robustness of test results against insignificant test brake activation (TTC) braking magnitude brake pedal speed 4 m/s² 5 m/s² 4 m/s² 5 m/s² 4 m/s² 5 m/s² 4 m/s² 5 m/s² 250 mm/s 250 mm/s 250 mm/s 250 mm/s 250 mm/s 250 mm/s 250 mm/s 250 mm/s yes no yes no yes no yes no yes no yes no yes no yes no Audi x x BMW Mercedes Toyota x x x x x Audi x x BMW 1,1 s 1,1 s 1,0 s 1,1 s 1,1 s 1,0 s Mercedes Toyota x x x x x Audi x x BMW Mercedes Toyota x x x x x --> --> 1,0 s 1,0 s

22 Findings for Adaptive Brake Assist Scenarios (IDIADA 03/2012) Experiences with brake robot: Daimler: good experiences with pedal travel feedback: good repeatability, but brake force reduction during ABA-activation Toyota: good experiences with combined pedal travel / pedal force feedback Initial speed and brake pedal speed during brake characterization may influence the evaluation of braking magnitude: Daimler proposal: braking characterization at same initial speed and brake application speed as ABA performance test need to be confirmed by other OEMs Interaction of AEB and ABA interventions at TTC of 1.1s is possible Additional AEB tests recommend to gain indepth experiences with interaction of brake robot activations with ABA-system of several OEMs and brake robot suppliers

23 Conclusions IDIADA Testing AEB test scenarios confirmed Minor changes to test protocol necessary: specifications for deviations and tolerances etc. ABA test scenarios: Update of TTC requirements for brake robot activations recommended Update on brake characterization procedure recommended Additional experiences with brake robot control feedback recommended

24 Discussion of Adaptive Brake Assist (ABA) test procedures Brake robot input Human factors studies in emergency brake situations Braking magnitude / sensitivity of brake system (speed etc.) Brake robot control : pedal travel / pedal force, combinations Scenarios (speed, timing of brake activation)

25 Mercedes-Benz Field Test: Field tests in Europe, US, Japan and South Africa More than km driven since 2005 In-depth analysis of Forward Collision Warning, BAS PLUS and PRE-SAFE Brake: km measurements 412 drivers Folie 25

26 Wirksamkeitsanalyse: Auslösehäufigkeiten Auslösehäufigkeiten während der Feldabsicherung Assistenzsystem Kollisionswarnung Bremsassistent PLUS Bremsassistent PLUS und PRE-SAFE Bremse Stufe 1 PRE-SAFE Bremse Stufe 1 (autonome Teilbremsung ab 1,6s vor drohender Kollision) PRE-SAFE Bremse Stufe 2 (autonome Vollbremsung ab 0,6s vor drohender Kollision) Auslöse- Häufigkeit Durch die Kollisionswarnung werden bereits die meisten Situationen entschärft Eine Bremsunterstützung durch den Bremsassistent PLUS erfolgt wesentlich häufiger als die autonome Bremsung Selbst wenn autonom gebremst wurde reagierten die Fahrer und bremsten, falls nötig (und erhielten dann Bremsunterstützung durch den Bremsassistent PLUS, falls noch erforderlich) Keine Aktivierung der autonomen Vollbremsung (kein Auffahrunfall) Folie 26

27 Mercedes-Benz Field Test: Deceleration at Adaptive Brake Assist Activation (database: n=112 activations,101 evaluable), ca km, > 400 drivers) mean deceleration level just ahead of ABAactivation: ca. 4,25 m/s² ABA-activation [m/s²] Folie 27

28 Field Study Mercedes-Benz 1994: Brake pedal speed (standard and emergency braking) ca. 95% of ermergeny braking > 250 mm/s standard braking hazard braking emergency braking Folie 28

29 Renault Field Study 2001: Brake Pedal Speed (n=228 drivers) ca.250 mm/s Source: T. Perron (Renault): ACTIVE SAFETY EXPERIMENTS WITH COMMON DRIVERS FOR THE SPECIFICATION OF ACTIVE SAFETY SYSTEMS, 2001 Folie 29

30 Timing of brake robot activation Folie 30

31 Daimler field test: TTC at the begining of warning n = 380 mean TTC of FCW: ca. 2.0 s Folie 31

32 Daimler Field Test: Reaction time due to FCW 50% 40% 30% 20% 10% 0% bremst bereits Timing between FCW and brake activation Zeit von Kollisionswarnung bis Bremsbeginn 0-0,2 0,2-0,4 0,4-0,6 0,6-0,8 0,8-1,0 1,0-1,2 1,2-1,4 1,4-1,6 1,6-1,8 Zeit [s] Mean TTC while warning is acivated: ca. 2.0s 80 % of drivers are braking already or react within 0,4s after FCW-activation n= 449 Proposal for TTC of brake activation in ABA-scenario: 2.0s-0.4s = 1.6s Folie 32

33 Conclusion for brake robot application Daimler proposal for brake robot input to simulate hazard braking situation: Brake robot input shall distinguish between standard braking and hazard braking situations Brake robot shall not be in the range of emergency braking situations (already addressed by conventional brake assist) Timing of braking shall be representative for hazard braking situations Proposal: brake pedal force or displacement correlating to 4,25 m/s² deceleration brake pedal speed: ca mm/s Timing of braking: TTC=1.6s in LVM test scenario 100 kph 20 kph OEM select between displacement control, force control or combined displacement/force control for ABA evaluation Folie 33

34 Conclusion for update on vfss ABA-test procedures Choice of brake robot displacement, pedal force or combinded displacement/force control Brake system characterization: Pedal application and initial test speed comparable to ABA-performance test to identify brake magnitude for ABA-performance Test Scenarios TTC for brake activation 1,6s ( kph) and 1,1s for (50 0 kph) Braking magnitude comparable to 4,25 m/s² Brake pedal application speed representative for hazard brake situation: mm/s

35 vfss-test-procedures (proposal by ) 1. Forward Collision Warning (FCW) NHTSA FCW Test protocol LVS: 72 kph 0 kph (Lead Vehicle Stopped) LVM: 72 kph 32 kph (Lead Vehicle Moving) LVD: 72 kph 72 kph (Lead Vehicle Decelerating with 2.9 m/s², Gradient 2 m/s³ ) 2. Autonomous Emergency Braking (AEB) LVS: 50 kph 0 kph and 25kph 0 kph LVM: 90 kph 50 kph LVD: 50 kph 50 kph (decelerating with 4,5, Gradient 2 m/s³, following distance 15m+1m for manual driver) 3. Adaptive Brake Assist Systems (ABA) LVS: 50 kph 0 kph; (Timing of braking: TTC=1.1s) LVM: 100kph 20 kph (Timing of braking: TTC=1.6s) braking magnitudes: 4,25 m/s² and pedal travel speed mm/s Brake robot control feedback /selected by OEM: pedal travel, pedal force or combined travel/force *equivalent to NHTSA-FCW-protocol

36 Details on new proposal for evaluation of Adaptive Brake Assist (ABA) (by 05/2012) step 1: charactization of brake system initial speed 50 kph and 100 kph no target present increasing brake pedal displacement (by 5 mm), application speed mm/s pedal force for 4 m/s²) pedal travel for 4 m/s² pedal force pedal travel pedal speed mm/s deceleration deceleration = 4 m/s² time Brake pedaltravelorforce required for a deceleration level of 4,25 m/s² brake activation magnitude for ABA-scenarios step 2: evaluation of Adaptive Brake Assist City scenario Lead Vehicle Stopped 50 kph 0 kph, TTC brake =1.1s Country/Urban scenario: Lead Vehicle Moving 100 kph 20 kph, TTC brake =1.6s Brake application (representative for hazard braking situation): magnitude correlates to 4,25 m/s² / brake pedal travel speed mm/s Brake robot control feedback (selcted by OEM): pedal travel / pedal force or combined