Advanced Driver-Assistance Systems for City Bus Applications
Advanced Driver-Assistance Systems for City Bus Applications
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DOI：
10.4271/2020-01-1208
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发表时间：
2020-04
期刊：
影响因子：
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通讯作者：
L. Blades;R. Douglas;J. Early;Chun Yi Lo;R. Best
中科院分区：
文献类型：
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作者：
L. Blades;R. Douglas;J. Early;Chun Yi Lo;R. Best
目前，公共汽车行业在实施自动驾驶系统以提高车辆安全性方面落后。然而，在伦敦等城市，公共交通策略正在发生变化，对公交车上的高级驾驶员辅助系统（ADAS）提出了要求。本研究讨论了ADAS系统在公共汽车领域的应用。对道路ADAS巴士试验的回顾表明，被动前向碰撞警告（FCW）和智能速度辅助（ISA）系统分别成功地减少了即将发生的行人/车辆碰撞事件的数量，并提高了速度限制的合规性。英国的公交车事故统计数据显示，行人占所有死亡人数的82%，其中四分之三发生在公交车正面碰撞中。这些统计数据表明，公共汽车前方碰撞预警系统是未来车辆的优先考虑，以增强驾驶员的直接视野，并增加早期制动应用的反应时间。几乎80%的公共汽车乘客伤亡发生在非碰撞情况下，主要是在加速/减速事件中。因此，在公共汽车上实施自动制动时必须小心谨慎，以确保它不会导致超过乘客安全稳定性限制的减速事件增加。真实的道路驾驶周期数据表明，虽然不安全制动事件的情况并不经常发生，但制动事件会对坐着和站着的乘客造成危害，因此，减轻这些问题的系统将对乘客的舒适度和安全性都有真正的好处。在模拟自动制动系统使用车辆减速器的测试中，减速度基本上保持在站立和坐着的乘客稳定极限范围内，而紧急停车测试显示，峰值减速度是竖直扶手支撑的站立极限的3.5倍，是向前/向后坐着的乘客极限的4倍。
The bus sector is currently lagging behind when it comes to implementing autonomous systems for improved vehicle safety. However, in cities such as London, public transport strategies are changing, with requirements being made for advanced driver-assistance systems (ADAS) on buses. This study discusses the adoption of ADAS systems within the bus sector. A review of the on-road ADAS bus trials shows that passive forward collision warning (FCW) and intelligent speed assistance (ISA) systems have been successful in reducing the number of imminent pedestrian/vehicle collision events and improving speed limit compliance, respectively. Bus accident statistics for Great Britain have shown that pedestrians account for 82% of all fatalities, with three quarters occurring with frontal bus impacts. These statistics suggest that the bus forward collision warning system is a priority for inclusion in future vehicles to enhance the driver’s direct vision, and to increase reaction time for earlier brake application. Almost 80% of bus occupant casualties occurred in non-impact situations, mainly during acceleration/deceleration events. Therefore, care must be taken in implementing autonomous braking in buses, to ensure that it does not cause an increased number of deceleration events beyond the safe stability limits for passengers. Real on-road drive cycle data has shown that while instances of unsafe braking events do not occur regularly, there are instances of braking events that would present a hazard to both seated and standing passengers, therefore systems that would mitigate these issues would have real benefits to both passenger comfort and safety. During tests to simulate the use of the vehicle retarder for an autonomous braking system, deceleration rates largely remained safely within standee and seated passenger stability limits, whereas an emergency stop test showed a peak deceleration 3.5 times the limit of a standee supported by a vertical handrail, and 4 times the limit for a forward/backward facing seated passenger.