Research News

research SPECIAL EDITION 10/NO.2

n e w s

“Key” Technologies for Preventing Crashes

Mercedes Pro-Active Head Restraint

INSIDE: Youth Key P4 / Alco-locks P6 / Protecting Pedestrians P10

PRIMARY VS. SECONDARY SAFETY

Primary safety vs

Secondary Over the past 50 years, vehicle manufacturers have focused mainly on the need to protect the occupant in a crash and we’ve seen lots of new technology that reduces the risk of injury, such as steering wheel airbags, seat belt pre-tensioners and stronger occupant compartments. This technology is termed secondary safety – providing protection in the event of a crash.

But prevention is, as they say, better than cure - avoiding the crash in the first place. New technologies now coming forward will have a significant effect on the way the public view crash safety – with cars being able to prevent or mitigate (reduce) the likelihood of a crash occurring in the first place – this is primary safety. A selection of primary safety technologies is described in this Research News. These are known as Advanced Driver Assist Systems (ADAS). Although the list is not comprehensive, these technologies do give an indication as to the breadth and capability of this type of technology. The focus for Thatcham is on assessing the impact of these ADAS technologies and how they will affect the motorists and insurers alike. Below: Primary safety systems mitigate or prevent crashes from occurring

Secondary safety systems protect the occupant during a crash

03 AUTHORS: MATTHEW AVERY, Research Manager and Dr. ALIX WEEKES, Lead Research Engineer, Thatcham

YOUTH KEY

Youth Key

Insurance for young drivers is often prohibitively high due to their very high risk of making a claim. Young drivers need the protection offered by modern cars in terms of improved safety features like airbags and ESC. A parent would want their child to drive a car with all the best available safety features, for example their own large car. But often financial pressure and fear of damage to the car mean that young drivers end up with a small, older car, which by nature of its smaller size and age, does not have the best available safety features and offers less crash protection. Also, another factor is that large cars usually come with big performance – a typical family saloon often having 180 bhp and 140 mph performance – not what you want your 18 year old to drive. There are other features of young drivers that put them at increased risk of crashes, for example, they often don’t recognise how fast they are driving. Young drivers often like loud music which they like others to hear. This is often seen as anti-social and from a safety perspective, can lead to driver distractions. Young drivers often fail to use seat belts especially in the rear of the car – either forgetting or seeing belt usage as a weakness.

Some facts: •

17-20 year-old male drivers are almost 10 times more likely to be killed or seriously injured than more experienced drivers.

•

17-20 year-old male drivers are almost 5 times more likely to be involved in a road traffic accident involving a casualty than 30-59 year-old males.

•

The higher accident risk of young drivers also has consequences for their insurance premiums. As a result, the premiums they pay are significantly higher. By reducing the accident rates of young drivers, the affordability of insurance will improve.

•

Young drivers are more than twice as likely to make an insurance claim than older drivers.

• The average value of each claim is three times greater. •

An 18 year-old driver is almost 3 times as likely to cause a collision than a driver in their fifties.

This technology is not available in the UK at the time of writing

The Youth Key is a duplicate key for a car that alters its performance and systems (whilst the key is in use) to provide specific protection for young drivers. Examples of possible changes to the car: •

The engine has an interlock that prevents the car from starting if all occupants are not belted.

• The engine cannot be started after midnight. • If the windows are open, the radio volume is restricted. • The car warns the driver when pre-set speed limits are breached. • The car’s top speed is artificially limited. •

The acceleration performance (0-60 mph) is limited - the family performance saloon suddenly has the performance of a small hatchback.

An example is the Ford Taurus (USA) which is fitted with a Youth Key called ‘MyKey’ – a spare key that can be recoded by the parent. It has an engine interlock preventing the car starting with unbelted occupants, limited top speed, limited radio volume, and a warning when the driver is exceeding pre-set speed limits.

Ford Taurus from USA fitted with MyKey

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ALCO-LOCK

Alco-Lock

Alcohol continues to be a contributory factor in 11% of serious crashes. Although stringent and well policed drink drive campaigns have been successful, there remains a core part of society that ignores the potential risk of driving a motor vehicle whilst under the influence of alcohol. An Alco-Lock is an integrated in-car alcohol interlock system, developed to help reduce the number of accidents caused by vehicles with a drunk driver at the wheel. These systems monitor alcohol levels and if the limit is exceeded, the security immobiliser will not disengage – preventing the car from starting. Some facts: •

If you drive at twice the legal alcohol limit, you are at least 30 times more likely to cause a road crash than a driver who hasn’t been drinking.

•

In 2008, it was estimated that 13,020 reported casualties (6 per cent of all road casualties) occurred when someone was driving whilst over the legal alcohol limit.

•

The number of drink drive fatalities accounts for 17% of all road accident fatalities (drivers and passengers).

•

Nearly one in five (19%) of driver/ rider fatalities were for someone who was over the legal blood alcohol limit.

An example of an Alco-Lock is Alcoguard from Volvo – the vehicle is fitted with a first generation system that requires a breath sample to be taken prior to starting the vehicle. The key works with the immobiliser, only deactivating it once a breath alcohol sample is taken below a prescribed limit.

Alcohol continues to be a contributory factor in 11% of serious crashes.

Breathalyser unit from Volvo Alcoguard

In 2008, it was estimated that 13,020 reported casualties (6 per cent of all road casualties) occurred when someone was driving whilst over the legal alcohol limit.

Before the car can be started, the driver has to blow into a wireless handheld unit which analyses the breath sample and transmits the result to the car. This is a first generation system. Future versions will measure blood alcohol levels passively, by measuring breath alcohol levels constantly using sensors in the steering wheel hub, or by measuring alcohol levels in the sweat from the skin. The UK Department for Transport encourages use of Alco-Locks by fleet operators as a condition of employment for their drivers. An Alco-Lock limit can be set according to legal requirements, or can be adjusted to beyond the legal limit, which is useful for fleet operators who have a ‘no alcohol’ rule. Alco-Lock technology prevents drunk drivers from starting the engine

This technology is not available in the UK at the time of writing

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AUTONOMOUS EMERGENCY BRAKING (AEB)

Autonomous Emergency Braking (AEB) systems operate

to automatically apply the brakes in order to prevent or mitigate collisions with ‘targets’ in front of the vehicle. For example, an AEB system could help prevent a driver from colliding with the rear of the vehicle in front. According to Thatcham’s study of 1,000 insurance claims, 26% were for rear-end collisions. This corresponds with estimates of the potential collisions that could be affected by AEB systems in the US and Swiss markets, of 38% and 20% respectively. In 2007, there were 2.7 million insurance claims, and if up to 26% of claims could be affected by AEB systems, then this equates to over 700,000 claims that could be affected (assuming there was fleet-wide fitment of systems). AEB type technologies could therefore make a large contribution to preventing and mitigating the most common types of crashes.

First generation AEB systems use a radar system to identify potential collision situations. AEB systems apply pre-collision braking at the point where a collision is deemed unavoidable to reduce the impact speed and associated injuries. Many systems also pre-tension the seat belt and pre-charge the airbag systems to obtain optimum performance in the event of a collision. Examples are the Honda Collision Mitigation Braking System, and Mercedes Pre-Safe Brake. Second generation systems can be identified as those building on first generation, higher speed mitigation systems, by adding low speed avoidance. The Volvo City Safety system addresses the most common sort of impact – the frontinto-rear low speed shunt, typically occurring at speeds below 20 mph. These accidents represent 75% of all crashes, and if such a system were fitted to all cars, this could significantly reduce whiplash injuries and repair costs.

This low cost technology is set to be fitted to more and more vehicles, for example, Ford’s next generation Focus is to be fitted with such a system. Assuming standard fleet wide fitment, Thatcham’s predictions show that AEB systems working at low speed could annually prevent 263,250 crashes and mitigate 87,750, making a total of 351,000 crashes that could be affected. These low speed AEB technologies could also prevent 152,000 injuries, equalling nearly €2 billion savings in repair costs and whiplash compensation. Examples of manufacturers fitting AEB systems are Audi, Honda, Lexus, Mercedes, Toyota, and Volvo.

Above: Mercedes Pre-Safe Brake - an AEB system

Mercedes Pre-Safe Brake – an AEB system

Honda Collision Mitigation Braking System – an AEB system

Low speed AEB systems might be fitted on more mainstream cars in the future

Volvo City Safety – a low speed AEB system

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PROTECTING PEDESTRIANS

Protecting Pedestrians

Pedestrian casualties represent more than 1 in 10 of all severe injuries on UK roads. Car fronts are more pedestrian friendly than ever, following the pioneering work of Euro NCAP in encouraging best practice pedestrian friendly front ends. Many manufacturers have introduced pedestrian friendly solutions such as pop-up bonnets that can protect the pedestrian from hitting solid parts of the car such as the engine. However, 25-45% of all casualties are reported to be due to head strikes on the road following a collision, so this must be borne in mind when assessing the effectiveness of these systems. Systems are now available that can detect a pedestrian beforehand and automatically apply braking to avoid a collision altogether. Radars now fitted to some vehicles scan the road and pavement constantly looking for typical pedestrian behaviours and will apply the brakes where the pedestrian is likely to be hit by the

car. Sensor fusion is the key to the development of this third generation of AEB systems – combining the outputs of multiple sensor types to reliably identify and track the path of different types of collision partners and estimate the likelihood of a collision occurring, thus potentially amplifying their effectiveness. This third generation of AEB system offers collision prevention from higher speeds than was previously achievable, as well as the ability to correctly identify and track pedestrians. Volvo has developed a third generation AEB system and will be offering Collision Warning with Full Auto Brake and Pedestrian Protection on the new S60. Volvo claims the system can completely avoid a collision with a pedestrian at speeds of up to 21mph if the driver fails to react. At higher speeds, the system acts to reduce the car’s speed as much as possible prior to the impact. The system can reliably identify pedestrians taller than 80cm.

Pedestrian collisions result in over 10% of severe casualties in the UK

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ELECTRONIC STABILITY CONTROL (ESC)

Electronic Stability Control (ESC)

ESC prevents the driver losing control in a skid. ESC automatically controls the vehicle by comparing the steering and braking actions carried out by the driver to what the vehicle is actually doing. If the ESC senses that the vehicle is veering from the required course – a skid – it automatically brakes selective wheels to bring the car back into line. A study for the UK Department for Transport by Loughborough University has shown that on UK roads, cars fitted with ESC are 25% less likely to be involved in a fatal accident than those without ESC. If every vehicle were fitted with ESC, this would equate to 380 fewer fatal accidents annually. Serious crashes involving skidding or overturning could be reduced by up to 59%. Thatcham produces annual fitment ratings to raise awareness of this important safety technology, and to encourage drivers to buy cars fitted with ESC. Thatcham also has a programme of dynamic testing of vehicles for ESC functionality. This dynamic testing is based on an international procedure that assesses the performance requirements of the ESC system, with a result of either a pass or fail. Further information on Thatcham’s research and testing of ESC can be found at www.thatcham.org/esc

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LANE DEPARTURE WARNING (LDW) / LANE/KEEP LANEASSIST KEEP ASSIST

Lane Departure Warning (LDW) systems warn the driver

if they unintentionally stray across the lane. Thatcham’s research shows that 6% of insurance claims are related to merging and lane collisions, and international insurance data suggests LDW systems are of positive benefit in reducing costs and crash frequency. They may also help prevent single vehicle collisions where drivers run off the road.

Example of camera sensor mounted in windscreen

According to the ABI (Association of British Insurers), there were nearly 2.1 million insurance claims in 2008. Insurance studies show that 6% of claims are for lane change and merging collisions, so up to 125,000 claims could be affected by LDW systems. This estimate assumes fleet-wide standard fitment of LDW systems, and these crashes could also be affected by blind spot warning systems. Most LDW systems use a forward facing camera mounted inside the windscreen by the rear view mirror to identify the lane markings and determine if they are crossed. Citroën use an array of infrared sensors mounted underneath the front bumper. Most systems operate at speeds in excess of 40 mph and require lane markings to be present, or a line with significant contrast such as the verge. Typical warnings when the systems are activated are a flashing symbol on the dashboard display or head up display, and/or an audible warning alerting the driver. The BMW LDW system vibrates the steering wheel, and the Citroën system warns by vibrating the driver’s seat on the side corresponding to the lane departure.

LDW systems do not warn the driver of lane crossing when indicators are used

If the driver indicates before intentionally changing lanes, the warnings are deactivated, a benefit of which may be that LDW systems encourage better use of signalling potentially reducing side-swipes. Examples of manufacturers fitting LDW systems are Audi, BMW, Citroën, Lexus, Mercedes, and Volvo.

Lane Keep Assist

The Honda Lane Keep Assist System (LKAS) builds on conventional LDW systems by actively steering the car to maintain a central position between lane markings during normal driving. If the car begins to cross the lane markings unintentionally, LKAS applies steering to return the car to the centre of the lane and provides a continuous beeping sound. Providing the system can reliably identify markings bordering both sides of the lane, the system operates at speeds from 45 to 112 mph. LKAS automatically suspends itself on tighter bends if the lane markings are in poor condition or missing, and if the driver takes their hand off the steering wheel after a short period of time.

Example of dashboard warning from Honda Lane Keep Assist System (LKAS) – a lane keep assist technology

Examples of manufacturers fitting lane keep assist systems are Honda and Volkswagen.

Other Technologies

The Lexus Advanced Pre-Collision System combines a LDW system and a collision avoidance steering support system. If the forward facing radar identifies an object and a collision is imminent, the driver is given a warning. If they attempt an avoidance manoeuvre by steering around the object, the variable gear ratio steering and adaptive variable suspension control the steering gear ratio, torque assist and suspension damper firmness to support the driver’s avoidance measures. This gives the car a more responsive chassis and allows the driver to more successfully avoid a collision.

Lexus Advanced Pre-Collision System

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NIGHT VISION / SPEED LIMIT RECOGNITION / BLIND SPOT WARNING

Night Vision

Night vision systems ‘see’ further into the distance than the driver can with normal vehicle lighting by using infrared sensors to detect heat contrasts. In 2008, there were 923 accidents with a reported contributory factor of pedestrians wearing dark clothing at night. The realistic images are displayed in the driver’s line of sight for early recognition, typically on the navigation system or dashboard display screens, with a likely shift to head up displays in the future. Currently, Mercedes and BMW are offering the technology in the UK on premium models in their ranges, claiming views ahead of the vehicle of 150m and 300m respectively – at least three times further than can be seen with dipped beam headlights. The hotter the source, the brighter it appears on the greyscale image. ‘Hot’ pedestrians and large animals are readily identified against ‘cold’ urban and rural backgrounds.

BMW Night Vision with Pedestrian Recognition monitors the images and when a pedestrian is identified, the driver is alerted to their presence. The system operates at all times, however a 10˚C temperature difference is required for identification, so performance is likely to be limited on warmer days. Objects in the carriageway, such as fallen rocks or a shed load are also often visible. Examples of manufacturers fitting night vision systems are BMW and Mercedes.

Speed Limit Recognition

Speed limit recognition systems inform the driver of the maximum permissible speed for the particular stretch of road the car is on. Some facts: •

In 2008, there were just under 28,000 casualties in accidents where a speed contributory factor was reported.

•

These included 586 fatalities and over 4,000 serious injuries, accounting for 25% of road deaths and 18% of serious injuries.

•

More than 4 times as many male drivers had a speed related contributory factor reported than female drivers.

The systems use information stored in the navigation system as a reference. This is augmented with a camera system that can read speed limit signs, including those displayed on electronic variable speed limit signs on overhead gantries. The camera system output either confirms the figure from the base map, or overrides it where a difference is identified, such as where speed limits have been changed or a temporary limit is in force. Currently, the systems only display the maximum permissible speed and do not interfere with the driver allowing them to ignore the advice. Future developments will allow the system to automatically manage the vehicle speed providing Intelligent Speed Adaptation (ISA). There is also the potential for other safety information to be displayed such as ‘no overtaking’, determined from either road signs or markings. An example of a manufacturer fitting a speed limit recognition system is BMW, and Mercedes will launch a system in the near future.

Night Vision with pedestrian recognition

Jaguar XF blind spot warning

Blind Spot Warning

Blind spot warning systems indicate when another vehicle is present in the driver’s blind spot. These systems can help prevent or mitigate collisions when a driver is changing lanes. Thatcham’s research into collision types involved in insurance claims reveals that 6% of claims are for lane changing or merging types of crashes. In 2008, the ABI reported

there were nearly 2.1 million insurance claims. So if blind spot warning systems could affect 6% of claims, then this represents up to 125,000 claims. This estimate assumes fleet-wide standard fitment of blind spot warning systems, and these crashes could also be affected by LDW systems. Many manufacturers use ultrasonic sensors similar to parking sensors to detect the presence of other

vehicles. Because of the regular warnings given by such systems a non-obtrusive warning is given – typically illumination of a warning light in the wing mirror assembly or interior trim nearby. Examples of manufacturers fitting blind spot warning systems are Audi, BMW, Ford, Jaguar, Mercedes, Volkswagen, and Volvo.

‘Head Up’ Speed Limit Display

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FRONT SIDE-VIEW CAMERAS

BMW 7 Series showing location of Side-View Camera

BMW Side-View Cameras

Front Side-View Cameras

A reversing camera is a camera mounted on the rear bumper of the vehicle with a display on the dashboard for the driver to aid in reversing manoeuvres. Reversing cameras are becoming more widespread in cars, but sideview cameras are a more recent innovation.

Front side-view cameras are a development of reversing cameras, but integrated into the front bumper on both sides of the vehicle. They provide the driver with an immediate overview of traffic conditions around the car when pulling out of an obscured junction, passing through a gateway or exiting a car park, and offer extra information when manoeuvring and parking in confined spaces.

Front side-view camera systems are currently offered by BMW and Lexus. On the new 5 Series, BMW are also offering cameras mounted in the wing mirrors viewing alongside the vehicle. A processor combines these images with that from the reversing camera and parking sensors to provide a plan view of the car and its surroundings.

Examples of manufacturers fitting front side-view cameras are BMW and Lexus.

Poor vision at blind junctions is a contributory factor to collisions.

BMW Side-View Camera

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DRIVER ALERT

“Most systems provide an audible signal and a message on the dashboard display, encouraging the driver to take a break”.

Driver Alert Driver fatigue and distraction warning systems monitor the driver and their driving performance, and alert them when their attentiveness is affected. If detected, most systems provide an audible signal and a message on the dashboard display, encouraging the driver to take a break. More advanced systems can draw the attention of distracted drivers towards the road if a potential collision is detected ahead. Some facts: •

Research performed at the Loughborough University Sleep Research Centre, investigating driver drowsiness on selected UK motorway and trunk roads, found that one quarter of all crashes on these roads that subsequently caused death or serious injury were sleep related.

•

They also reported that 17% of all road crashes resulting in injury or death were sleep related.

• Currently, at least one fatal sleep related crash occurs per day in the UK.

There are various different types of driver drowsiness and distraction monitoring systems currently on the market. Systems from Volvo and Mercedes alert the driver in a similar fashion when drowsiness is detected; an audible warning is given and a coffee cup symbol and a short message encouraging them to take a break from driving is shown on the dashboard display. However different systems determine driver drowsiness in different ways. Mercedes-Benz Attention Assist monitors the driver’s steering inputs along with numerous other vehicle parameters including speed, lateral and longitudinal acceleration, use of the turn indicators, pedals and certain control inputs, to determine an individual driver behaviour pattern during the first few minutes of every journey. The current steering behaviour and driving situation are then continuously referenced against this initial pattern to identify the typical factors indicating the floating transition from alertness to drowsiness. The system is active at speeds between 50 and 113 mph.

Mercedes-Benz Attention Assist – a driver alert system

Volvo Driver Alert Control uses a forward-facing camera, installed between the windscreen and the rear view mirror, to monitor the car’s position on the road relative to the road markings. In conjunction with the camera output, data from various sensors registering the car’s movement are used to assess whether it is being driven in a controlled manner. Driving control and consistency is indicated via the vehicle’s dashboard display. At the beginning of a journey, the driver has a full compliment of five bars. The less consistent the driving, the fewer bars remain. When all the bars have been extinguished, the audible and visual warnings are given. The system activates at a speed of 40 mph and remains active as long as the speed exceeds 37 mph.

The Lexus Driver Monitoring System monitors the drivers themselves. The output of a camera mounted on the steering column is processed to map the position of the driver’s facial features and monitor the orientation of the driver’s face. An array of six near infrared LEDs provides illumination for both day and night system functionality. When the vehicle is started, the system identifies the position of the driver’s facial features and determines the width and centre-line of the face. At any time the vehicle is moving, if the driver’s face is orientated away from the road by an angle greater than 15º and the forward facing radar system detects an obstacle ahead, an audible warning alerts the driver to the imminent danger. If they fail to react, a momentary brake application jolts the driver and the PCS system engages emergency braking preparation and pre-tensioning of the front seatbelts. Finally, the

AEB system reduces the impact speed if the collision is deemed unavoidable. Examples of manufacturers fitting driver alert systems are Lexus, Mercedes, and Volvo.

Driver Alert Systems warn drowsy or inattentive drivers

The Mercedes-Benz system, being an intelligent system which determines a driver behaviour pattern at the beginning of each journey, offers a more tailored response to individual drivers.

Volvo Driver Alert Control – a driver alert system

Lexus Driver Monitoring System and Pre-Crash Safety System – a driver alert system

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Warning

standardisation

WARNING STANDARDISATION

Warning Standardisation – a big challenge!

A

big challenge

Currently, there are few standards prescribing the functionality of Advanced Driver Assistance Systems (ADAS) and the warnings they should provide to the driver. It appears to be by chance that the Volvo and Mercedes-Benz driver drowsiness and distraction warning systems provide a similar alert comprising an audible signal and a short message and coffee cup symbol on the dashboard display. Will such a warning be taken seriously by drivers? To some drivers, the coffee cup symbol may portray a more leisurely ‘it’s time for a break’ message rather than the more urgent ‘your driving has become poorly controlled and inconsistent, you’re unsafe – so rest’. For LDW systems, there are a wide variety of warnings, ranging from an audible warning, a display on the dashboard, a vibrating seat, and a vibrating steering wheel. How will drivers respond to the different warnings? Will they understand that they are drifting out of the lane, or will a vibrating seat feel like a nice massage system?

The same issue can arise with all types of ADAS system – there are a wide range of warnings available, and drivers could become confused or react inappropriately. Standardisation would assist driver understanding and reduce the workload and distraction associated with receiving the warning. When ADAS warning systems become more prolific, various methods of alerting the driver may be used. In critical situations, a driver used to one system may, when driving a vehicle fitted with another, all too easily respond in a less appropriate manner, believing the warning was advising them of something less urgent. Research is required to help identify the most appropriate warning for each situation and encourage manufacturers to fit standardised and common symbols and sounds in order to prevent a potential mistaken warning becoming another casualty situation.

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THE REAL WORLD - WHAT WILL DRIVERS DO?

The real world -

What will drivers do? The ADAS systems can have both positive and negative side effects. For example, if LDW systems are activated because they warn drivers when they change lanes and do not indicate, then what effect will this have on drivers? Will they increase their use of indicators and drive in a safer more consistent way? Or will they turn off the LDW system because it is annoying?

These risk compensation and driver adaptation issues can be associated with any of the ADAS systems. The use of the ADAS systems in the real world needs to be monitored to ensure that systems are used as they are intended, and that the real world safety benefits can be achieved. It is only over time and through use in the real world that the real safety potential of the ADAS systems will be assessed.

Above: Drivers may rely on technology to save them from collisions

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costs Camera inside windscreen is better protected from damage in a collision

These ADAS systems can help to reduce the risk of a collision. However, in some circumstances, a crash that is unavoidable or a minor manoeuvring bump, could end up costing significantly more to repair because of the high cost of some of the sensors used. For example, a radar on a Honda Accord costs £2,118. The infrared sensor for night vision on the BMW 7 Series costs £2,468. Both of these sensors are mounted on the front grille and are at risk of damage in a low speed crash. (Note that prices exclude VAT) Location of the sensor is critical. For example, the cameras used for side view at junctions need to be positioned at or near the front of the vehicle to be of benefit, a vulnerable position in a frontal impact. Likewise, cameras mounted in wing mirrors for viewing along the vehicle flanks are susceptible to damage. Mounting cameras and sensors behind the windscreen rather than in the front bumper or behind the grille offers improved protection from damage. Although there remain technical issues over sensor placement – some, for example, must be placed at the leading edge of the vehicle to be effective – vehicle manufacturers must protect the sensors to ensure they are not damaged in low speed crashes.

Radar mounted in grille could be expensive to replace in a low speed shunt

International

Repair

REPAIR COSTS / INTERNATIONAL RESEARCH COLLABORATION

research International Research Collaboration

The Research Council for Automobile Repairs (RCAR) is an international network of insurance based research centres working to control insurance costs. Members of RCAR have grouped together to form the P-Safe working group on primary safety, chaired by Thatcham. The P-Safe group aims to investigate the primary safety technologies that are brought to the market. The international group has members from Europe, Australia and North America, and also has collaborators from specialist academic institutions such as Loughborough University. The group is developing strategies to identify the most effective primary safety systems. The group is also working to encourage manufacturers to adopt a best practice approach to help produce common interfaces that are clear and effective.

The P-Safe group has chosen to focus on three main types of primary safety (ADAS) technology initially. These three technologies are Electronic Stability Control (ESC), Autonomous Emergency Braking (AEB), and Lane Departure Warning (LDW). ESC was selected because research has already shown that ESC is effective in reducing crashes. AEB and LDW were selected because these technologies could help address commonly occurring crash types. The list of ADAS technologies being investigated by the P-Safe group will be extended in the future as there are new advances in technology, and to ensure that the needs of the insurers are met. Thatcham is an active member reporting to Euro NCAP via their primary safety working group PNCAP, and is investigating and monitoring ADAS systems as they are introduced. Thatcham is also looking at introducing new rating systems to augment the scoring, as well as encouraging wider fitment of technologies that are shown to be of benefit.

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research n e w s

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