NHTSA Strategy for Vehicle Safety March 20, 2013 Washington, DC Joseph. S. Carra, Director Strategic Planning for Domestic and Global Integration of Vehicle safety National Highway Traffic Safety Administration
The Problem!!! Safety 32,367 highway deaths in 2011 5, 340,000 crashes/year Leading cause of death for ages 4 to 34 Mobility 4,200,000,000 000 000 hours of travel delay $80,000,000,000 cost of urban congestion Environment 2,900,000,000 gallons of wasted fuel 2
Fatalities and Fatality Rate, by Year Fatality Fatality Rate 33,186 32,788 3
The Haddon Matrix Pre-Event Human Vehicle Environment Event Post-Event A Comprehensive Approach to Highway Safety
NVS Process and Organizational Relationship 5
Research Program Philosophy Aligned with DOT & NHTSA goals Primarily focused on regulatory outcomes But with some continuing component of exploratory & innovative basic research Prioritized based on potential for fatality/injury reductions With consideration for special populations and risk scenarios Collaborative 6
Input Administration Direction Priority Plans Safety Need from Data Input from RM, Enf, NCSA, NTI, NCC External Direction from Congress, NTSB, etc New Tech & Future Visioning Formulation & Prioritization BUDGET HEADCOUNT AND EXPERTISE Constraints Planning & Execution Process Output Yearly Spend Plans Research Program Plans and Roadmaps Yearly and Quarterly Milestones
Program Approach Guided by 10-Year Strategic Vision and 3-Year Priority Plan, and other inputs: Create strategic t 3-5 year Program Plans & Roadmaps With outcomes focused on regulatory decisions & implementation, and execute them Motorcoach Safety Plan V2V Roadmap Distraction Plan Biomechanics Plan Alternative ti Energy Vehicle Safety Program Human Factors for V2V/V2I Roadmap Electronics Reliability Plan Cybersecurity y Plan Automated Vehicle Plan. Elderly Occupant Plan AACN Roadmap Advanced Crashworthiness Plan. Avoidance/Crashworthiness Integration Plan? Vehicle/Behavioral Integration Plan? 8
Fatalities in Motor Vehicle Traffic Crashes 2009 Front 15% Side 5% Rear <1% Other 3% Front 24% Side 12% Rear 3% Other 1% Passenger Car 8% Light Truck 12% Large Truck 1% All Other Vehicles 1% Pedestrian 12% Pedalcyclist 2% 9
Fatalities in Motor Vehicle Traffic Crashes 2009 Front 24% Side 12% Rear 3% Other 1% Front 15% Side 5% Rear <1% Other 3% Passenger Car 8% Light Truck 12% Large Truck 1% All Other Vehicles 1% Pedestrian 12% Pedalcyclist 2% Human Error is Critical Reason (0 for 93% of Crashes 10
Crash Avoidance Crash Worthiness Biomechanics ESV Conference 11
CRASH AVOIDANCE A RESEARCH Areas Of Focus Distraction Forward Collision Braking Pedestrian Crash Avoidance Driver Monitoring and Support Systems Alcohol Detection Connected Vehicles Electronic Control Safety Cybersecurity Automated Vehicles Modeling and Simulation for Effectiveness 12
NHTSA Distraction Plan Guidelines are significant portion of Initiative 2
Advanced Forward Collision Avoidance Crash Imminent Braking (CIB): Applies the vehicle s brakes when the driver makes no avoidance attempt (33% of rear end crashes) Dynamic Brake Support (DBS) is a related technology: Supplements the vehicle s brake output when the system believes that the driver has not applied enough brake pedal force (66% of rear end crashes) Both technologies use information from forwardlooking sensors Operate in situations where a rear-end end crash is likely or unavoidable
Pedestrian Crash Avoidance Research Phase 1 (2011/12) Develop test mannequins Adult and small child Correct visual appearance Correct radar cross section Develop apparatus to move mannequins Phase 2 (2012/13) Determine capabilities of current or near current systems Radar Video camera Stereo video cameras
Heavy Vehicle Research (tractor-trailers, trailers, straight trucks, and buses) Crash havoidance Main focus Stability Control Forward Collision Warning with Active Braking Vision Enhancement Departmental Motorcoach Plan Crash avoidance technology research V2V Safety for Commercial Heavy Vehicles (IntelliDrive) 16
Driver Monitoring During Normal Driving The Concept If a vehicle knew when drivers were: Impaired (distracted, drowsy, or alcohol impaired) Performing unsafe driving behaviors (speeding, reckless maneuvers) Then these unsafe conditions could potentially be mitigated by: Direct feedback to the driver Adjusting vehicle parameters (speed, infotainment devices, etc) Post-drive feedback to the driver 17
Driver Alcohol Detection System for Safety (DADSS) End Goal: A noninvasive, seamless technology to measure driver BAC and reduce the incidence of drunk driving Development undertaken as a step-by-step, data-driven process to ensure that effective technologies are developed Intended to support a nonregulatory, market-based approach to preventing drunk driving Devices are intended to prevent alcohol-impaired drivers (BAC 0.08) from driving their vehicles Five-year, cooperative program between NHTSA and Industry to develop and test prototypes that may be considered for vehicle integration thereafter 18
ITS Opportunities for Higher Safety using DSRC Primary DOT research initiatives: Vehicle to vehicle (V2V) communications Vehicle to infrastructure (V2I) communications Crash reduction through: Driver advisories Pre-crash warnings NHTSA Agency decision: Light vehicles in 2013 Heavy trucks in 2014 Work Zone Notification Intersection Collision Avoidance V2V+V2I V2I may have the potential to address 80% of the vehicle target crashes involving unimpaired drivers * *National Highway Traffic Safety Administration, October 2010, DOT HS 811 381 19
ITS Safetyy Pilot Model Deployment Ann Arbor, MI Major road test and real world implementation taking place 2011 thru 2013, involving: Approximately 2800 vehicles Multiple vehicle types Fully integrated systems and aftermarket devices Roadside R d id iinfrastructure f t t System wide interoperability testing Also to test Prototype security mechanisms Device certification processes Driver Clinics 6 llocations ti across the th US b beginning i i in August 2011 100 drivers per locations p g Experience Crash Warnings 20
CRASH WORTHINESS RESEARCH Areas Of Focus Low Offset/Oblique Frontal Child Safety Side Impact Adaptive Restraints Battery & Alt Fuel Safety Dynamic Rollover Countermeasures for Lightweighted Vehicles Modeling & Simulation 21
Oblique/Low Overlap Test Procedure Small Overlap Overlap 15% Angle 7 degrees Theoretical DV = 30 mph THOR-NT Dummy Small Overlap Example NASS case Crash Test 22
Child Occupant Protection Side Impact Test Procedure Modeling 23
Adaptive Occupant Restraint Systems Adaptive Restraints Utilize crash warning data to enhance restraint performance Occupant position/size sensors to adapt restraint t behavior Elderly Motorized Seat Ramp Lap Pretensioner Evaluating injury tolerance and injury patterns Dummy sensitivity for Dynamic Locking Tongue (DLT) low speed crashes Side Curtain Airbag Knee Airbag
Battery Vehicles Research Activities Li-ion Battery / Electric Vehicles Failure Modes and Effects Analysis (FMEA) Charging Systems Temperature Cooling Analytical Process to Identify and prioritize failure mechanisms Contractor: Battelle Memorial, Draft Report due 12/2011 (Industry and Peer Review to follow 2012) Test Procedure development Vehicle level performance tests for fault mechanisms identified in FMEA 2 Contract Awards 24 month period of performance October 2011-2013 SAE (Collaborative partners GM, Nissan, Honda, Toyota, Daimler) Ford/Ricardo 25
Advanced Automatic Collision Notification - AACN Concept Use onboard sensors to predict crash severity and a probability of severe injury Areas of expected benefits Faster emergency response given earlier notification and knowledge of crash location Improved pre-hospital response/care and hospital dispatch decisions?? 26
Older Occupant Research Efforts Well-established established finding that older occupants have greater thoracic injury risk in frontal crash Analysis of NASS-CDS and CIREN data to determine effects of age on injury risk In different crash modes By body region and anatomical structure Young thorax Older thorax 27
The Autonomous Automated Vehicle?
Building Blocks for Automated Operation Automated Operation Policy Considerations! Infrastructure Changes? Active Driver Engagement? GPS for Positioning Connectivity for Communication DSRC for Awareness Radar/Camera for Crash Avoidance Secure Network for Information Driver Support/Information ti Systems Reliability Security HMI 29
Automated Vehicles Goal maximize safety benefit and minimize risks with control systems and over-reliance Approach Engage stakeholders Build knowledge base Define levels l of automation ti Collaborate with SAE/industry on voluntary approaches to standards Investigate driver HMI issues Create foundational understanding for future NHTSA/DOT policy and regulatory decisions 30
Enhanced Safety of Vehicles (ESV) Program Purpose International Technical Conference organized by participating Governments from Asia Pacific, Europe, and North America to share and discuss latest vehicle safety research technologies. Enhanced Objectives Enhance participation and leadership from all participating Governments. Enhance technical content of papers Enhance Student Safety Technology Design Competition to build professional capacity and interest. t Begin focus on international collaborative research agenda to maximize resources and provide output for WP29 Establish Journal publication format for limited number of papers 31
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