Effectiveness of AEB system for head injury risk based on VRUs in-depth accident reconstruction

doi:10.3969/j.issn.1674-8484.2021.04.007

Abstract

Abstract:

In order to provide a theoretical reference for the active-passive integrated safety vehicle design for Vulnerable Road Users (VRUs), which including pedestrians and two-wheelers, protection, this paper analyzed the protection effectiveness of some parameters such as the Field Of View in sensor detection (FOV), and the braking deceleration of automotive Automatic Emergency Braking (AEB) systems and the head injury risk for VRUs in accidents by using a high precision accident reproduction and some pre-crash scenario reconstruction methods. The results show that the accident avoidance rate is 45% when the FOV is 30°; The accident avoidance rate increases by 5%, 10% and 20% when the FOV is 40°, 50° and 90° respectively compared with the FOV of 30°; The average vehicle crash speed reduces significantly, up to 84%, for the Time To Collision (TTC) in 1 s, when the FOV reaches 90° at a deceleration of 0.8 g; There is uncertainty in the head landing damage although AEB intervention could reduce the damages caused by the impacts between VRUs and the vehicle front.

Key words: vulnerable road users (VRUs), automatic emergency braking (AEB) system, head injury, accident reconstruction, multi-body analysis, field of view in sensor detection (FOV)

CLC Number:

U461.99

HAN Yong, LI Yongqiang, XU Yonghong, WANG Bingyu, GAO Xiujing, HUANG Hongwu, NIE Bingbing. Effectiveness of AEB system for head injury risk based on VRUs in-depth accident reconstruction[J]. Journal of Automotive Safety and Energy, 2021, 12(4): 490-498.

Figures/Tables 16

References 28

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编号	v km·h^-1	VRUs类型	VRUs 信息
编号	v km·h^-1	VRUs类型	性别	身高/ cm	年龄	MAIS
C1	48.0	行人	男	165	74	1
C2	28.0	行人	女	142	72	6
C3	30.0	行人	男	168	69	5
C4	28.6	行人	女	158	79	5
C5	55.0	行人	男	165	79	1
C6	41.8	行人	男	157	53	4
C7	32.4	自行车	男	164	90	3
C8	51.1	自行车	男	170	67	6
C9	25.2	电动二轮车	男	168	80	5
C10	75.0	电动二轮车	男	169	50	5
C11	45.0	电动二轮车	女	160	66	5
C12	32.4	电动二轮车	男	170	37	2
C13	72.0	电动二轮车	男	174	78	5
C14	21.0	电动二轮车	女	150	50	5
C15	33.0	电动二轮车	男	164	59	3
C16	34.2	电动二轮车	女	160	60	0
C17	32.4	电动二轮车	男	171	69	3
C18	45.1	电动二轮车	男	176	50	4
C19	23.4	自行车	女	156	73	5
C20	46.8	电动二轮车	女	170	34	5

编号	v km·h^-1	VRUs类型	VRUs 信息
编号	v km·h^-1	VRUs类型	性别	身高/ cm	年龄	MAIS
C1	48.0	行人	男	165	74	1
C2	28.0	行人	女	142	72	6
C3	30.0	行人	男	168	69	5
C4	28.6	行人	女	158	79	5
C5	55.0	行人	男	165	79	1
C6	41.8	行人	男	157	53	4
C7	32.4	自行车	男	164	90	3
C8	51.1	自行车	男	170	67	6
C9	25.2	电动二轮车	男	168	80	5
C10	75.0	电动二轮车	男	169	50	5
C11	45.0	电动二轮车	女	160	66	5
C12	32.4	电动二轮车	男	170	37	2
C13	72.0	电动二轮车	男	174	78	5
C14	21.0	电动二轮车	女	150	50	5
C15	33.0	电动二轮车	男	164	59	3
C16	34.2	电动二轮车	女	160	60	0
C17	32.4	电动二轮车	男	171	69	3
C18	45.1	电动二轮车	男	176	50	4
C19	23.4	自行车	女	156	73	5
C20	46.8	电动二轮车	女	170	34	5

案例编号	v / （km·h^-1）	TTC_b	S₁ / m	S₂ / m	（S₁-S₂） / m
5	55.0	0.88	13.44	14.87	-1.42
10	75.0	1.01	21.05	27.65	-6.60
12	32.4	0.39	3.47	5.16	-1.69
15	35.0	1.00	9.77	6.02	3.75
16	62.7	1.00	17.43	19..36	-1.92
20	72.0	1.00	20.00	25.48	-5.47

案例编号	v / （km·h^-1）	TTC_b	S₁ / m	S₂ / m	（S₁-S₂） / m
5	55.0	0.88	13.44	14.87	-1.42
10	75.0	1.01	21.05	27.65	-6.60
12	32.4	0.39	3.47	5.16	-1.69
15	35.0	1.00	9.77	6.02	3.75
16	62.7	1.00	17.43	19..36	-1.92
20	72.0	1.00	20.00	25.48	-5.47

	评价指标	人车碰撞				人地碰撞
	评价指标	HIC	HIP / kW	ω / （rad·s^-1）	ω' /（krad·s^-2）	HIC	HIP / kW	ω / （rad·s^-1）	ω' /（krad·s^-2）
无AEB	C5	1 039.9	53.6	71.9	22.3	107.4	45.1	28.3	17.5
	C10	1 808.2	45.2	96.5	34.7	1 597.4	47.5	5.9	14.1
	C12	0.0	6.7	16.9	17.2	90.6	8.6	23.8	74.7
	C15	1 461.5	21.6	45.8	8.9	1 168.3	20.6	16.1	76.9
	C20	24.8	1.1	25.6	6.0	8 961.8	25.1	62.0	128.7
有AEB	C5	77.3	1.6	29.4	6.6	985.3	11.8	35.7	27.8
	C10	0.0	0.0	0.0	0.0	814.9	66.0	62.8	14.6
	C12	14.7	4.2	20.2	2.9	639.5	22.1	32.1	70.7
	C15	46.9	5.5	21.3	44.9	1 518.8	22.7	23.7	69.2
	C20	0.0	0.0	0.0	0.0	255.4	16.0	27.2	19.6