Showing papers on "Rear-end collision published in 2008"

V2V Wireless Communication Protocol for Rear-End Collision Avoidance on Highways

Abstract: More than 23% of annual vehicle accidents are rear-end collisions, which provides an important test-case for enhanced collision avoidance approaches based on v2v wireless communications. In this work, we propose and study the impact of a 802.11 based multi-hop MAC protocol that propagates an emergency warning message (EWM) down a platoon of cars on a highway. The design objective is to ensure reception of this message with stringent (low) delay constraints so as to provide drivers with requisite available maneuver time (AMT) to avoid rear-end collision. We provide realistic simulation studies of protocol performance within ns-2 environment for various topology (1 lane and 3 lanes) and background traffic scenarios, as well as different protocol parameter settings, to highlight the potential of this approach for effective collision avoidance or mitigation.

A situation and threat assessment algorithm for a rear-end collision avoidance system

Abstract: Rear-end collisions are common accident scenarios and a frequent cause of these accidents is driver distraction. This paper presents a situation assessment (SA) algorithm that estimates driver distraction by continuously assessing the steering actions of the driver. A collision avoidance (CA) system is proposed, which combines the SA with a threat assessment (TA) algorithm that estimates the effort needed to avoid a collision. It is shown that the SA algorithm proposed enables the CA system to initiate earlier brake interventions when the driver is assessed as being distracted, without significantly increasing the risk of false interventions in real traffic. The CA system has been evaluated in both collision situations on a test track and during 200 driving hours in real traffic conditions.

Rear body structure of automobile

Abstract: PROBLEM TO BE SOLVED: To effectively suppress the deformation of a cabin at rear-end collision by securing a collision stroke with respect to the rear-end collision and sufficiently performing the dispersion of a collision load and the avoidance of running on of a rear-end collision vehicle due to the rear end collision of vehicles having different heights from each other SOLUTION: A rear body structure of an automobile is provided with: a rear floor panel 19 keeping a spare tire pan 21 accommodated in an upward inclined state therein after being connected to right and left rear side frames and laterally tilling a spare tire S to a vehicle body rear side from a rear suspension beam 13; a rear end cross member 23 keeping both ends connected to the right and left rear frames by extending the vehicle body rear side of the lower bottom part in the spare tire pan 21 in a vehicle width direction; and a spare ban beam 27 connected to the front of the spare tire pan 21 and taken as load transmission member facing the rear suspension beam 13 COPYRIGHT: (C)2009,JPO&INPIT

Traffic Accident Models of Cheongju Four-Legged Signalized Intersections by Accident Type

Abstract: This study deals with the traffic accidents at the 4-legged signalized intersections in Cheong-ju. The purpose is to comparatively analyze the characteristics and models by the accident type using the data of 143 intersections. In pursuing the above, this study gives particular emphasis to modeling such the accidents as head on collision, rear end collision, side swipe, side right angle collision, and others. The main results are the followings. First, the overdispersion tests show that the negative binomial regression models are appropriate to the traffic accident data in the above contexts. Second, five accident models are developed, which are all analyzed to be statistically significant. Finally, the models are comparatively evaluated using the common variable(ADT) and type-specific variables.

A forward brake indicate device and method thereof

Abstract: The present invention relates to a Forward Brake Indicator device used in the automobiles, preferably, relates to a method for indicating brake status of on-going vehicle (1) to following vehicle(s) (3) to avoid rear end collision due to sudden braking of vehicle (2).

Method for avoiding collision or reducing severity of collision during rear-end collision accident on rear end of one vehicle by another vehicle, involves determining distance and relative velocity between two vehicles

Abstract: The method involves determining a distance (d-12) and a relative velocity (v-12) between two vehicles (1,2). The collision of latter vehicle on the rear end of the former vehicle is impended on the basis of determined distance and relative velocity. A specific collision-brake-characteristic for brakes (5.1-5.4) of the wheels is created if an imminent collision is identified. The brakes are controlled individually according to the specific collision-brake-characteristic before, during or shortly after the collision.

Infrared control device for preventing automobile rear collision

Abstract: An infrared control device for automobile rear end collision prevention is based on the principle of infrared ray energy converting into photocurrent. The magnitude of the photocurrent has an inverse proportion relation with the distance between an infrared source and a photoelectric converter, which means that the current is large if the distance is small and the current is small if the distance is large. The photocurrent is amplified by an amplifier to start a time relay, which starts an intermediate relay, an actuator is controlled by the intermediate relay to cut off oil of the automobile with the speed of 120km per hour in 1.3 second with a distance of around 10m to the tail of the front automobile, and a clutch trips and brakes to stop safely so as to reach the goal of preventing automobile rear end collision. The infrared control device for automobile rear end collision prevention consists of 16 components such as an infrared biconvex lens focusing device, a photoelectric conversion element, a photoelectric relay, alarming sound and light, the time relay, the exit intermediate relay, a general control power switch, three actuators and so on which are assembled into a whole. With the manufacturing cost of around 500 RMB, easy manufacture, easy installation, easy maintenance, and convenient use, the infrared control device for automobile rear end collision prevention can prevent automobile rear end collision rapidly and reliably, guarantee the property of people against damage and a driver as well as passengers against harm, promote the development of the automobile translation and prevent automobile rear end collision, thereby serving as an ideal safety control device for automobile rear end collision prevention.

Drive assist device of vehicle

Abstract: PROBLEM TO BE SOLVED: To improve a driving feeling by properly recognizing the traveling states of a preceding vehicle, one's own vehicle and a following vehicle and supporting the own vehicle position against the preceding vehicle and the following vehicle to be an optimum position matched to actual traveling in consideration of the driving states of the preceding vehicle and the own vehicle and the driving states of the own vehicle and the following vehicle. SOLUTION: A control unit 7 carries out braking control and alarming control in correspondence with a rear end collision risk Rf with the preceding vehicle and a rear end collided risk Rr by the following vehicle by setting the rear end collision risk Rf with the preceding vehicle of the own vehicle 1 in correspondence with vehicle-to-vehicle time THWf of the own vehicle 1 and collision surplus time TTCf of the own vehicle and setting the rear end collided risk Rr by the following vehicle of the own vehicle 1 in correspondence with vehicle-to-vehicle time THWr of the following vehicle and collided surplus time TTCr of the own vehicle 1 weighted larger than weight of the collision surplus time TTCf at the rear end collision risk Rf with the preceding vehicle. COPYRIGHT: (C)2010,JPO&INPIT

Braking control device in vehicle rear-end collision

Abstract: PROBLEM TO BE SOLVED: To provide a braking control device in vehicle rear-end collision capable of reducing damage to an occupant even when rear-end collision load is excessively large to a degree that it cannot be absorbed by deformation of an impact absorption structure of a rear part of the vehicle when the vehicle is stopped or in speed-reduction immediately before stopping. SOLUTION: The braking control device 1 in the vehicle rear-end collision is provided with: a vehicle speed sensor 9 for detecting a traveling speed of the vehicle and outputting a speed signal; an acceleration sensor 10 for detecting the rear-end collision of the following vehicle to the vehicle and outputting a rear-end collision load signal; and a braking control part 5 for determining that the traveling speed of the vehicle is a low speed or zero based on the speed signal and applying braking to a wheel of the vehicle when it is determined that the rear-end collision load of the following vehicle is inputted to the vehicle from the rear-end collision load signal. Further, the braking control part 5 release the braking of the wheel when it is determined from the rear-end collision load signal that the rear-end collision load is out of the range capable of being absorbed by the impact absorption structure of the rear part of the vehicle. COPYRIGHT: (C)2008,JPO&INPIT

Preventing apparatus and the same method of rear-end collision of a car

Abstract: A rear-end collision preventing apparatus and a method of a vehicle are provided to inform a driver of the risk of a rear-end collision if distance among own vehicle and the peripheral vehicles is below a predetermined value and to record situations before/after an accident. A rear-end collision preventing apparatus of a vehicle is composed of plural cameras(11,12,13) installed at the front, rear, and lateral sides of the vehicle and equipped with distance sensors; a display unit(30) installed at the front side of the driver's seat to display an image photographed by the cameras; a control unit(20) analyzing the image obtained by the cameras and distance data and transmitting the analyzed image and distance data to the display unit; and an information input unit(26) transmitting traveling information of the vehicle to the control unit. The control unit comprises a distance measuring controller(22) calculating distance between the vehicles by using a signal transmitted from the distance sensors of the camera and a main controller(21) detecting the change of distance between the vehicles by using distance data transmitted from the distance measuring controller, judging the risk of a rear-end collision on the basis of the change of distance between the vehicles, and controlling the display unit.

UK cost-benefit analysis: enhanced geometric requirements for vehicle head restraints

Abstract: No regulatory test exists in Europe to assess injury risk in rear impacts. A number of vehicle accident and occupant injury studies indicate that low-speed rear impacts can lead to neck and back injuries causing long-termdisablement and discomfort. These injuries are usually classified as having a low threat to life, but they are often associated with large societalcosts. It is thought that design changes to seat systems and/or head restraints to improve their use and the occupant protection they offer could make a positive impact in mitigating injuries from rear impacts. Test procedures to assess the performance of seat and head restraint systems are being developed currently. As a first stage in the mitigation of injuries in low-speed rear impacts a static test of head restraint geometry is being developed by the European Enhanced Vehicle-safety Committee (EEVC) Working Group 20 ‘Rear Impact’. This report examines the cost-benefit ratio of controlling head restraint height and head restraint backset. Benefits are based on UK accident data the DfT willingness to pay model. The cost of long-term whiplash injuries to front seat occupants in the UK was estimated tobe approximately £3 billion pounds annually, and potential casualty savings were calculated as a proportion of this cost. Injury mitigation and cost-benefit graphs were provided for different potential height and backset requirements, from which thresholds for each can be chosen. It should be noted that a static geometric head restraint requirement is a first step inmitigating low-speed rear impact injuries, and additional benefit may result from appropriate dynamic seat testing. (A)

Driving Force Control Method to Perform Slip Control in Cooperation with the Front and Rear Wheels for Front-and-Rear Wheel-Independent-Drive-Type EVs (FRID EVs)

Abstract: In this study, we have proposed a driving force (torque) control method that is suitable for front-and-rear-wheel independent-drive-type electric vehicles (FRID EVs). By using this method, it is possible to prevent slipping or spinning of the wheel, which can cause rear-end collisions on bad roads. The method achieves this by communicating information from a vehicle to the vehicle behind it. When the first vehicle performs wheel spin control, the resultant information is transmitted to the vehicle behind it. For this reason, each vehicle must have the capability to suppress wheel spin individually. In order to provide this wheel spin control, we propose a driving force control method, which allows us to control the slipping of a vehicle by distributing appropriate amounts of driving force between the front and rear wheels on the basis of the friction coefficient. This coefficient is estimated by considering data regarding the road conditions. We verified the effectiveness of the proposed driving control method for various low-mu roads by performing simulations.

Occupant crash protection device

Abstract: PROBLEM TO BE SOLVED: To provide an occupant crash protection device capable of adequately receiving and supporting the head of an occupant by a headrest in a rear end collision against one's own vehicle without complicating its structure or increasing the cost. SOLUTION: The occupant crash protection device has a headrest 4 equipped on a seatback 3 so as to enable the displacement in the longitudinal direction of a vehicle, and comprises a displacement operating means 7 for displacing the headrest 4 forward of a vehicle accompanied by a collision, and an airbag device 7 for inflating and deploying an airbag 8 backward of the vehicle from the seatback 3 accompanied by a collision. A part of the airbag 8 enters between the seatback 3 and the headrest 4 when inflating and deploying the airbag 8 to give the resistance to the displacement of the headrest 4 backward of the vehicle. COPYRIGHT: (C)2008,JPO&INPIT

Tank arrangement structure

Abstract: PROBLEM TO BE SOLVED: To provide a tank arrangement structure capable of effectively absorbing collision load by tank arrangement portions of side members at the time of rear end collision of a vehicle. SOLUTION: The tank arrangement structure 10 is provided with the side members 12, 14 extended to the vehicle longitudinal direction and having front side fitting parts 16, 18 to the vehicle body in the vehicle body front side and bend parts 22, 24, 26, 28 in the vehicle body rear side from the front fitting parts 16, 18; and with a tank 40 arranged in the bend parts 22, 24, 26, 28 and moved to the vehicle body front side due to deformation of the bend parts 22, 24, 26, 28 to the vehicle body front side caused by vehicle rear end collision load. COPYRIGHT: (C)2008,JPO&INPIT

Rear end collision predicting device

Abstract: PROBLEM TO BE SOLVED: To provide a rear end collision predicting device capable of appropriately controlling a headrest in accordance with the posture of the head of an occupant with respect to the headrest SOLUTION: This rear end collision predicting device is provided with a rear radar sensor 42 for detecting rear moving objects; an acceleration sensor 70 for detecting the deceleration of the vehicle; and a PCS ECU 40 for controlling the headrest 5 when a collision of the rear moving object with the vehicle is predicted based on a relationship between at least one type of a physical quantity capable of indicating a relative relationship between the rear moving object and the vehicle obtained by the detection result from the rear radar sensor 42 and predetermined thresholds α, β In accordance with the deceleration G detected by the acceleration sensor 70, the thresholds α, β are changed to directions facilitating the prediction of the rear end collision COPYRIGHT: (C)2008,JPO&INPIT

Rear vehicle body structure of vehicle

Abstract: PROBLEM TO BE SOLVED: To provide a rear vehicle body structure of a vehicle capable of more appropriately protecting an occupant when an excessive collision load is inputted to one's own vehicle. SOLUTION: The rear vehicle body structure of the vehicle V1 is equipped with a backmost seat 20 mounted to the vehicle V1, and a load transmission member 30 which is provided between the backmost seat 20 and a back door 16 of the vehicle V1 so as to extend in the longitudinal direction of the vehicle V1 and to oppose a seat back frame 23 of the backmost seat 20 at least at a part of the front end, and transmits the collision load at the rear end collision of the vehicle V1. COPYRIGHT: (C)2008,JPO&INPIT

Vehicle improvements to reduce the number and severity of crashes

Abstract: This report reviews vehicle technology developed to reduce the incidence of rear end crashes and the whiplash injuries that may result. Chapters cover: crash avoidance measures, passive safety measures built into improved seat and head restraint designs, assessment procedures that have been developed to assess the efficacy of various seat and head restraint designs in rear impacts, testing and assessment programs that are used to inform consumers of the relative performance of the seats in different models of vehicle and includes up-to-date information on the recently released EuroNCAP proposal to assess whiplash protection measures, the uptake of both seat-based whiplash countermeasures and also brake assistive technologies in Australia, and research on the costs and benefits of vehicle based measures to reduce rear end crashes and whiplash injury. Commentary is given on the opportunities for increasing the awareness of consumers in relation to vehicle based rear-end crash and whiplash countermeasures. (a)

Impact absorption system for rear-end collision of vehicles and method thereof

Abstract: A system and a method of alleviating impact applied to a vehicle in an event of collision are provided to reduce impact applied to a vehicle and to minimize damages on hood and front of a vehicle by controlling a bumper airbag linked to a sensor and a brake A system and a method of reducing impact applied to a vehicle during frontal and rear collisions include a sensing unit(10) composed of plural sensors located in various places of the vehicle to collect information, an ECU(Electronic Control Unit,20) processing signals transmitted from the sensors and transmitting the signals to reduce impact based on the result of processing, a bumper airbag(30) installed at a front bumper to be deployed by a signal transmitted from the ECU when a frontal collision is expected, a braking system(40) releasing braking force by a signal transmitted from the ECU during a rear collision and applying braking force when the distance between the vehicle and a vehicle in front of the vehicle is shorter than a safe distance

Rear part vehicle body structure of vehicle

Abstract: PROBLEM TO BE SOLVED: To effectively protect an occupant sitting on a rear seat in the occurrence of a rear end collision or the like. SOLUTION: In the vehicle, an instrument panel is installed on a front part in a cabin so as to extend in a vehicle width direction, a front seat is disposed on a floor panel 4 positioned at a rear side of the instrument panel, and a rear seat 6 where a plurality of occupants can sit is disposed at the rear side of the front seat. A rear seat drive means 31 which drives the rear seat 6 to move to the front side of the vehicle body when a shock load to the vehicle body rear part is input is provided between the rear end part of a floor panel 4 and the rear seat 6. COPYRIGHT: (C)2009,JPO&INPIT

Modeling Real-Time Car-Following Risk Based on Probability Computation

Abstract: An innovation feature of this study is modeling real-time car-following risk based on probabilistic concepts. First of all, this paper divided the process of rear-end collision into two stages: first stage is leading vehicle decelerates and the second is the following vehicle can not avoid the collision on the condition of it. On the basis of that, the probability of rear-end collision which used to express the risk of car-following was calculated using the total probability theorem. Whatpsilas more, a deceleration probability density function model was developed which based on the data comes from video detector. In the analysis of the condition on which collision occur while leading vehicle decelerating, brake system response time and coefficient of adhesion were taken into account and this make the model forceful to reflect the real traffic situation. At last, a case study was given using Hang Zhou data, and the data was collect by video detector. The proposed model can be applied to road safety evaluation and intelligent transportation systems.

A study on the mechanism of occupant's cervical injury by low speed rear-end collision of automobiles

Abstract: Neck injury in rear-end car collisions is an increasing concern in the field of traffic safety. This injury commonly occurs at rear-end impact, however the injury mechanisms for whiplash remain a mystery. The purpose of this study is to quantitatively analyze the head and neck kinematics during the low-speed rear-end impact of automobiles. It is important to produce data that is related as closely as possible to the in vivo situation. So, we performed a sled test which simulated rear-end impacts with a velocity of 0.6 m/s with five normal healthy male subjects. 3-D motion analysis system was used to document motion data of two situations. When we compare the values of angular velocity and acceleration of head and neck, the peak magnitudes of inclined seated posture were smaller than those of upright seated posture. The result of this study is expected to provide insight that will aid in determining the mechanism of whiplash which is crucial to the identification of possible injury mechanisms.