Evaluation of safety indicators for truck platooning
Evaluation of safety indicators for truck platooning
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卡车列队安全指标评价
DOI：
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发表时间：
2017
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影响因子：
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通讯作者：
J. Paardekooper
中科院分区：
文献类型：
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作者：
E. V. Nunen;F. Esposto;A. Saberi;J. Paardekooper
本文研究了短车距（时间间隔为0.5 s）下卡车队列行驶的安全指标。安全指示器的目的是确定启动防撞制动动作的正确时刻，以防止在有威胁的情况下与前面的卡车相撞。选择三个安全指标进行评估：通过车对车（V2V）通信共享的前车预期加速度，制动威胁数（BTN -基于简单车辆模型和领先的紧急制动假设），以及碰撞时间（TTC -基于恒定速度假设）。后两者不依赖于V2V通信，而是通过机载信号获得。假阴性（错过威胁情况）和假阳性（将安全情况识别为威胁）的数量要求是从功能安全的角度推导出来的。为了找到使假阴性率最小的安全指标的阈值，使用紧急制动测试。为了评估误报的数量，使用了两辆卡车在比利时和荷兰混合交通高速公路上以0.5秒的速度排成一排行驶的一组数据，这些数据是在8小时的队列自动驾驶中收集的。结果表明，前车所传达的预期加速度可能能够区分车辆排中的安全和威胁情况。此外，在没有V2V的情况下，BTN和TTC都无法区分威胁和安全情况。在安全驾驶数据集中发现的误报数量不符合功能安全角度的要求。
This paper addresses safety indicators for truck platooning at short inter-vehicle distances (with a time gap of 0.5 s). The aim of a safety indicator is to determine the correct moment for initiating a Collision Avoidance brake action to prevent a collision with the preceding truck in threatening situations. Three safety indicators are selected for an evaluation: the intended acceleration of the preceding truck, which is shared via Vehicle-to-Vehicle (V2V) communication, the Brake Threat Number (BTN — based on simple vehicle models and an emergency brake assumption of the lead), and the Time-To-Collision (TTC — based on a constant velocity assumption). The latter two do not rely on V2V communication, but are obtained via on-board signals. Requirements for the amount of false negatives (missing a threatening situation) and the false positives (identifying a safe situation as threatening) are derived from a functional safety perspective. To find thresholds for the safety indicators that minimize the false negative rate, emergency brake tests are used. To evaluate the number of false positives, a set of data of two trucks driving in a platoon at 0.5 s at mixed-traffic highways in Belgium and the Netherlands, collected during 8 hours of automated driving in a platoon, is used. The results indicate that the communicated intended acceleration of the preceding truck might be able to distinguish safe and threatening situations in a vehicle platoon. Furthermore, for situations without V2V, both the BTN and the TTC are not capable to distinguish between threatening and safe situations. The amount of false positives found in the safe driving data-set does not fulfill the requirements derived from functional safety perspective.