Kidd DG, Perez-Rapela D, Jermakian JS. Characteristics of automatic emergency braking responses in passenger vehicles evaluated in the IIHS front crash prevention program.
ACCIDENT; ANALYSIS AND PREVENTION 2023;
190:107150. [PMID:
37301163 DOI:
10.1016/j.aap.2023.107150]
[Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/08/2023] [Revised: 05/23/2023] [Accepted: 05/30/2023] [Indexed: 06/12/2023]
Abstract
Researchers can estimate the potential safety benefits of front crash prevention (FCP) systems by simulating system performance in rear-end crash scenarios reported to police or captured during naturalistic driving. Data to support assumptions about FCP systems in production vehicles, particularly automatic emergency braking (AEB), are limited. This study used detailed information from the Insurance Institute for Highway Safety's (IIHS's) FCP evaluation to characterize interventions in vehicles that performed well (superior-rated vehicles) and those that did not perform as well (basic/advanced-rated vehicles) when approaching a stationary surrogate vehicle on a test track at 20 and 40 km/h, and estimated performance in similar conditions at higher speeds. Vehicle and video data from 3,231 IIHS FCP tests conducted at 20 and 40 km/h and 51 IIHS FCP research tests conducted at 50, 60, and 70 km/h with AEB responses were analyzed. Forward collision warning (FCW) and AEB time-to-collision (TTC), mean deceleration, maximum deceleration, and maximum jerk from the beginning of automatic braking to the end of braking or impact were computed for each test. Each dependent measure was modeled with test speed (20 km/h, 40 km/h), IIHS FCP test rating (superior, basic/advanced), and the interaction between test speed and rating. The models were used to estimate each dependent measure at 50, 60, and 70 km/h, and model predictions were compared with the observed performance of six vehicles in IIHS research test data. Vehicles with superior-rated systems warned and began braking earlier, had a greater average rate of deceleration, reached a higher peak deceleration, and had greater jerk than vehicles with basic/advanced-rated systems, on average. The interaction between test speed and vehicle rating was significant in each linear mixed-effects model, indicating that these differences changed with test speed. FCW and AEB in superior-rated vehicles occurred 0.05 and 0.10 s earlier, respectively, per 10-km/h increase in test speed compared with basic/advanced-rated vehicles. Mean deceleration and maximum deceleration for FCP systems in superior-rated vehicles increased 0.65 m/s2 and 0.60 m/s2 more, respectively, per 10-km/h increase in test speed than for systems in basic/advanced-rated vehicles. Maximum jerk increased 2.78 m/s3 per 10-km/h increase in test speed for basic/advanced-rated vehicles but decreased 0.25 m/s3 for systems in superior-rated vehicles. The root mean square error between the observed performance and estimated values at 50, 60, and 70 km/h indicated that the linear mixed-effects model had reasonable prediction accuracy for every measure except jerk at these out-of-sample data points. The findings from this study provide insight into the characteristics that make FCP effective for preventing crashes. Based on performance in the IIHS FCP test, vehicles with superior-rated FCP systems had earlier TTC thresholds and braked with greater deceleration that increased with speed compared with basic/advanced-rated systems. The linear mixed-effects models that were developed can guide assumptions about AEB response characteristics for superior-rated FCP systems in future simulation studies.
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