3 rd Conference Active Safety through Driver Assistance Safe, superior and comfortable driving - Market needs and solutions Dr. Werner Struth - President, 1
Global trends Legislation Safety legislation being tightened Enhanced passenger and pedestrian protection -> Safe driving Economy Steep growth in emerging markets -> Increased mobility Growing globalization -> Networks and standards growing Politics & Environment Global warming Rising oil prices -> Energy efficiency Society Ageing society Urbanization -> Comfortable driving Technology Higher share of electronics/ software Driver assistance -> Superior driving Consumer behavior Individualization -> Fun to drive 2
Accident research is used for evaluation and identification of vehicle motion systems on the way towards Vision Zero. Bottom-up Approach from existing systems to accident data Top-down Approach from accident data to new systems Analysis Driver Existing Functions Vision, Strategy, Market 1 field of effect: chronological classification during event of accident 2 efficiency: potential of accident avoidance or mitigation 3 multiple system assessment: interaction in behavior between other systems Result function efficiency new function idea 3
Road safety in 2005 a public health issue Registered motor vehicles [Mio] 91.4 Road accidents involving injuries [Mio] 0.93 Fatalities 7,931 Fatality risk per vehicle 1 : 11,500 268.2* 1.26 41,600 1 : 6,400 242.7 1.85 43,443 1 : 5,600 19.0 0.22 6,376 1 : 3,000 130.4 0.45 98,738 1 : 1,300 23.3 72.7* 0.38 0.44 26,409 94,968 Sources: DfT- Transport Statistics GB 2006, IRTAD 2005, IATSS 2005, Yearbook 2005 Traffic Accidents China, Sindipeças 2006, DENATRAN 2005, Government of India: Department of road transport and highways 2007 1 : 880 1 : 770 * 2004 4
Fatalities 80000 Safe, superior & comfortable driving Evolution EU Road Fatalities 1990-2010 70000 70.900 70.300 Introduction ESP Fatalities EU-25 2010 objective: 25.000 lives to save 60000 50000 40000 66.500 61.300 59.600 59.000 55.500 56.400 55.200 54.100 52.200 Start 50.400 50.000 46.300 49.800 42.900 46.700 39.700 43.400 41.100 37.800 Target 2010 36.700 34.000 30000 31.500 29.200 27.000 25.000 20000 5 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Source: CARE
urban area non-urba area 20 000 people 18 000 16 000 14 000 12 000 10 000 8 000 6 000 4 000 2 000 10/72-100kph on secondary 7/73-0,8 per mil blood alcohol limit 11/73 - oil crisis 3/74 - recom. 130kph on highways 8/84 - mandatory to use seatbelts (warning charge) Fatalities in Road Traffic in the Federal Republic of Germany considering location of accident and type of vehicle other car passengers 74 - mandatory to install seatbelts motorcyclists 77 - mandatory to use front seatbelts cyclists 78 - antiblocking system introduced pedestrians 80 - driver air bag introduced 8/80 - mandatory to use helmets (warning charge) 88 - front passenger air bag introduced reunification of Germany 3.10.1990 95 - ESC (Electronic Stability Control) introduced 95 - side air bag introduced 4/98-0,5 per mil blood alcohol limit 20 000 people 18 000 16 000 14 000 12 000 10 000 8 000 6 000 4 000 2 000 non-urban area 0 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 BOSCH CR/AEV1- accident research 90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06 (source: Federal statistical office) 0 urban area 6
Safe Superior Comfortable 7
Safety functions - Examples Side View Assist: US-based Blind Spot Detection Monitoring of the adjacent and rear lanes Reduction of accident risk while changing lanes Lane Departure Warning Tracking the vehicle position within lane markings Early correction of driving mistakes Night Vision and Night Vision Plus Light detection with infrared sensitive camera Early recognition of possible dangers Evasive Steering Support (ESS-T) improve steerability and brake performance Optimal steering support to avoid collisions 8
ESS-T Function Description critical driving situation potential driver intention: avoidance by evasion evasion support triggered by driver evasion likely to be chosen reaction time decreasing number of options for driver in order to avoid collision Time to Collision risk of rear-end collision ESS window for initiation of support collision unavoidable 9
Demonstration maneuver description Test track plan 50 km/h 3m What the driver does: 100m 20m What ESS-T does: Approaches the obstacle with a constant speed of 50 km/h Does not brake Performs an evasive maneuver to avoid the obstacle Provides no support at all as long as the driver does not decide to perform an evasive maneuver Supports the driver during evasion by either: Additional torque on the steering wheel (in case the driver has under-reacted) Corrective torque on the steering wheel (in case the driver has over-reacted) 10
Demonstrations: over and under-reaction 1. Driver under-reacts (with ESS-T) 2. Driver over-reacts (with ESS-T) Driver ESS-T Driver ESS-T Steering torque Steering torque 11 ESS-T corrects the driver s insufficient input in case n 1 and the excessive reaction in case n 2. In both cases the right amount of steering torque is finally input. The obstacle is safely avoided. Time Time
Demonstrations: over and under-reaction 1. Driver under-reacts (with ESS-T) 2. Driver over-reacts (with ESS-T) ESS-T driver ESS-T driver driver Driver ESS-T Driver ESS-T 12 Steering torque start Insufficient driver input Time ESS-T provides additional torque end Steering torque start Time Excessive driver input ESS-T provides counter-torque ESS-T corrects the driver s insufficient input in case n 1 and the excessive reaction in case n 2. In both cases the right amount of steering torque is finally input. The obstacle is safely avoided. end
Evasive Steering Support by Torque (ESS-T) Situation Potential rear-end collision Emergency braking is insufficient to avoid accident Evasive maneuver must be undertaken Driver inexperienced and stressed Driver likely over-reacts or under-reacts Hazards Getting off road Incomplete manoeuvre (rear-end collision) High risk of even more severe crashes ESS-T Optimal steering support to avoid front crashes Reduced risk of crashes and injuries 13
Safe Superior Comfortable 14
Semi-Autonomous Parking Specifications Functional extension of Park Pilot and Parking Space Measurement Driver guided via HMI to follow a calculated trajectory Coupled with steering angle sensor Dynamic recalculation in case of false steering System consists of ECU and up to 10 ultrasound sensors (incl. 2 sensors with a detection range of approx. 4 m) Customer benefits Easier and more convenient parallel parking Avoidance of long or unsuccessful parking attempts Available parking space is used more efficiently sensor for depth measurement EPS ECU HS-CAN CAN Gateway LS-CAN PSI/PSC ECU 15
Semi-Autonomous Parking 16
Safe Superior Comfortable 17
Highlights of Vehicle Dynamics Management functions (VDM) Dynamic Steering Torque Control (DST) motivate the driver to more adequate steering Improve the driver s steering reactions Dynamic Steering Angle Control (DSA) improve yaw stability and straight running Steering like a perfect driver Dynamic Wheel Torque Control (DWT) enhance agility, traction and stability Emphasize the sporty characteristics of a vehicle Dynamic Damper Force Control (DDF) improve steerability and brake performance Comfortable support for ESP EPS Picture: ZF Lenksysteme GmbH AFS Picture: ZFLS GmbH ETV Picture: GKN Electric Power Steering Active Front Steering Electr. Torque Vectoring Semi-active damper control 18
Principle of Dynamic Wheel Torque Control (DWT) Torque outer wheel Physical effects for DWT - general Torque inner wheel DWT-B with ESP premium Yaw Rate Engine Brakes Engine torque increased DWT-D: Combination of differential and ESP interventions Active Differential Reduced brake interventions Engine torque constant DWT-B: Dynamic Wheel Torque Control by Brake DWT-D: Dynamic Wheel Torque Control by Differential Comfortable interventions for improved agility without deceleration. 19
Dynamic Wheel Torque Control Reduced steering effort Maneuver: 18 m slalom on high-µ at vehicle speed 55 kph Vehicle: Rear wheel drive vehicle of E segment, sporty ESP calibration Integral of steering wheel angle -6-20% -12-30% ESP premium DWT-B DWT-D DWT-B: Dynamic Wheel Torque Control by Brake DWT-D: Dynamic Wheel Torque Control by Differential Significant agility improvements for quick steering wheel inputs 20
VDM Functional Integration of three Actuators Synergies between functions Acceleration on split-µ ESP premium AFS optimized traction by DWT-D Picture: ZFLS GmbH Active Front Steering + + DSA Dynamic Steering Angle Control automatic counter-steering by new DSA function Oversteering control w/ optimized distribution to actuators increased intervention comfort reduced brake interventions reduced speed loss ETV Picture: GKN Electr. Torque Vectoring DWT-D Dynamic Wheel Torque Control by Differential Drive presentation at 2008 winter testing in Sweden 21
d Amp Safe, superior & comfortable driving Multi Actuator Vehicle (MAV) Benefit: Optimal Distribution of Interventions speed loss (velocity difference start to end) brake interventions (integral of sum of all wheel pressures) Steering angle 500 ms Time d Amp Test conditions: - 80 km/h, - 100 deg steering amplitude, - µ=1, - stability always maintained 2,92 m/s AFS: Active Front Steering TV: Torque Vectoring MAV: Multi-Actuator VDM ESP solo 14% 2,50 m/s ESP w/ DSA 19% 2,36 m/s ESP w/ MAV 36 bar s ESP solo 43% 21 bar s ESP w/ DSA 67% 12 bar s ESP w/ MAV Significant speed and comfort benefit by networking ESP + AFS + TV 22
Safe Superior Comfortable 23
Vehicle Motion Management - VMM Visions future networking of vehicle domains Park assist Networking of safety & comfort Networking of stability & agility Adaptive Cruise Control Coupling steering with ESP Predictive Safety Systems Stop & Go Vehicle Dynamics Management CAPS - Combined Active & Passive Safety accident avoidance & VMM - mitigation Vehicle Motion Management Vehicle guidance & Accident-free driving 2000 2010 2020 future 24
Thank you very much for your attention 25