Technical Feasibility of Advanced Driver Assistance Systems (ADAS) for Road Traffic Safety

Abstract

Technical feasibility of advanced driver assistance systems (ADAS) for road traffic safety.Lu, Meng; Wevers, Kees; Heijden, Rob Van Der General rights Copyright and moral rights for the publications made accessible in the public portal are retained by the authors and/or other copyright owners and it is a condition of accessing publications that users recognise and abide by the legal requirements associated with these rights.• Users may download and print one copy of any publication from the public portal for the purpose of private study or research.• You may not further distribute the material or use it for any profit-making activity or commercial gain • You may freely distribute the URL identifying the publication in the public portal

Modelling the effects of road traffic safety measures

“…Values for ε ki need to be estimated based on expert knowledge. For this it may help to use the four behaviour influence or compulsiveness levels that are generally distinguished for ADAS based on the feedback model that is chosen: information (visual or acoustic), warning (acoustic or haptic), overrideable control (haptic throttle) or non-overrideable control (fuel supply control, gear change and/or braking) (Lu et al, 2005). Although the four compulsiveness levels are clearly derived from ADAS functions, they may be applied to infrastructure measures as well.…”

“…For speed assistance a sophisticated flexible system layout is assumed that differentiates according to road type and traffic safety requirements: (1) mandatory full control on roads and crossings with mixed traffic; (2) mandatory overrideable control (haptic throttle) on single carriageway roads with separation of traffic categories; (3) voluntary warning on dual carriageway roads specifically designed for motor vehicles. For lane keeping assistance the use of magnetic tape (based on magnetic lane markers) is assumed, which can be used in combination with the normal white lane markers, which nowadays are often also applied in the form of tape instead of the traditional painting (Lu et al, 2005). It should be noted that the values for E 1I and E 2I are based directly on SWOV data, while the values of E 1A and E 2A are derived from these values using formula (10).…”

Advanced Driver Assistance Systems from Autonomous to Cooperative Approach

“…The issue has been discussed in several studies including Marchau and van der Heijden (2000), Marchau and Walker (2003), van der Heijden and Marchau (2005) and Lu et al (2005). In the study by Marchau and Walker (2003), an integrated approach was proposed with respect to ADAS implementation.…”

Application of grey relational analysis for evaluating road traffic safety measures: advanced driver assistance systems against infrastructure redesign

“…As discussed in Lu et al [4], five ADAS functions, that is navigation system with additional functionality [including traffic message channel (TMC)], speed assistance, lane keeping assistant, collision avoidance and intersection support, have been identified that can match infrastructure measures. These functions are either available on the market today or under development or deployment.…”

“…These systems support or take over vehicle driving tasks by sensing, communication and actuating devices and are meant to improve the safety, efficiency and comfort of driving. In previous parts of our research, five candidate ADAS functions are selected, which might meet the DVI requirements [3], and their technical feasibility is analysed [4]. Some state-of-the-art technologies are mature like navigation and speed assistance.…”