Accident avoidance by active intervention for … 01 | interactIVe | News | 06 | December 2013 Dear interested reader, After four years of work, the integrated project interactIVe

Page 01 | interactIVe | News | 06 | December 2013

Dear interested reader, After four years of work, the integrated project interactIVe - Accident avoidance by active inter-vention for Intelligent Vehicles has reached its completion, marking major progress towards the realisation of advanced safety systems for Intelli-gent Vehicles. At the Final Event in Aachen and Ford Proving Ground in Lommel the project members showed the results of their research. “Advanced driver assistance systems belong to the future of driving. We combined many different sub-systems — Continuous Driver Support, Collision Avoidance

News | 06December 2013www.interactIVe-ip.eu

▸ Editorial page 01 ▸ The research concept: integrated solutions for intelligent vehicles page 02

▸ The characteristics: contribution to the broad deployment of ADAS page 03

▸ The interactIVe functions page 04 ▸ The main achievements page 06

and Collision Mitigation — into one integrated solution: advanced research and engineering for a small city car as well as for a large commercial truck. This is our contribution to an accident-free-world.” With this last edition of our newsletter we want to present you the final research results and thank you very much for your support and interest.

We wish you and your families a wonderful holiday season and a healthy and peaceful New Year.

December 2013, Christoph Kessler, Coordinator

Accident avoidance by active intervention for Intelligent Vehicles

Picture 01: interactIVe driving demonstrations at Ford Proving Ground in Lommel/Belgium


▸ The research concept: integrated solutions for intelligent vehicles

State-of-the-art assistance technologies in vehicles have shown outstanding capabilities for supporting the driver. Existing systems are effective, but are typically implemented as independent functions.

The overall objective of interactIVe was to develop integrated and affordable ADAS applications for all vehicle classes. Its aim was to enhance the intel-ligence of vehicles to promote safer and more effi -cient driving. In this context, the project empha-sised the exploitation of all information sources

for high situational awareness, such as multiple sensors, maps and communication with the out-side world. A special focus was the transition from existing information and warning systems to new systems, able to intervene on the vehicle controls under well-defi ned conditions. interactIVe devel-oped new assistance systems based on a three pil-lar concept that addresses increasing degrees of hazard, from normal driving all the way to crash scenarios.

Picture 02: Crash timeline

▸ The research concept: integrated solutions for intelligent vehicles

interactIVe went beyond the existing accident sce-narios covered by previous research:

the combination of lateral and longitudinal active interventions by autonomous braking and steering offers new possibilities to support the driver.

A comprehensive human-machine interaction

design increases the usability. Intervention strate-gies always integrate the driver.

The perception platform signifi cantly increases the intelligence of the system by providing a complete view of the environment and thus understanding the situation as a whole.


The vision of interactIVe is accident-free traffic realised by means of affordable integrated safety systems penetrating all vehicle classes, and thus accelerating the safety of road transport.

▸ The characteristics: contribution to the broad deployment of ADAS

More scenarios covered

System intelligence

Full collision avoidance | mitigation

Low cost segment

Integration of functions

Sensor platform Decision strategies Active interventions

interactIVe_objectives_RZ01.indd 1 18.10.10 14:23

interactIVe designed, developed, and evaluated three groups of functions to be implemented in dedicated demonstrator vehicles: Continuous

Driver Support, Collision Avoidance and Collision Mitigation. These vehicles are six passenger cars of different classes and one truck.

▸ interactIVe developed and integrated a research set of functions to support the driver.

▸ interactIVe showed that the systems can be implemented in all vehicle classes.

▸ interactIVe systems are affordable, as low cost sensors were implemented and previously independent functions were integrated.

▸ interactIVe systems expand the perception horizon, because a new integrated sensor platform perceives the environment information.

▸ interactIVe systems improve decision strategies for ADAS, because new prediction techniques and advanced human machine interface concepts are used to balance human and system interventions.

▸ interface concepts are used to balance human and system interventions.


The three vertical sub-projects SECONDS, INCA and EMIC addressed the specifi cation, design, and realisation of the respective interactIVe functions.

The basic concept behind the development of SECONDS continuous support functions is a virtual codriver who is usually silent, but gives advice to the driver whenever suitable. In dangerous situa-tions, the co-driver can even take over control of the vehicle. The driver can take over control of the vehicle at any time.

The INCA sub-project combines lateral and longi-tudinal active interventions by autonomous brak-ing and steering. The aim is to extend the opera-tion domain of collision avoidance and collision mitigation systems on the market today. For this purpose, an integrated collision avoidance system is developed by using information not only from a

▸ The intercatIVe functions

forward-looking sensor, but also from all sensors around the vehicle.

Affordable collision mitigation concepts could have a signifi cant impact on the reduction of acci-dent severity. Therefore, known collision mitiga-tion concepts for reducing accident severity are extended by the EMIC sub-project, with specifi c attention to vehicle architectures in the low and medium segments.

SECONDS-Safety enhancement throgh continous driver support

Continuous Support (CS) assists the driver in all driving situations.

Curve Speed Control (CSC) allows cornering at comfortable and legally allowed speed, using information from the digital maps.

enhanced Dynamic Pass Predictor (eDPP) supports the driver during overtaking manoeu-vres.

Safe Cruise (SC) implements automatic following of vehicles on main roads at a safe distance.

INCA-Integrated collision avoidance and vehicle path

Lane Change Collision Avoidance (LCCA) assis warns the driver if a vehicle is rapidly approaching from behind during the lane change. It provides counter torque to remind the driver not to change lane.

Curve Speed Oncoming

Vehicle Collision Avoidance (OVCA)

supports the driver to prevent collisions with oncoming vehicles by warning, braking and/or restricting the possibility to overtake in cases of oncoming traffi c.

Rear End Collision Avoidance (RECA) issues a warning if a lead vehicle suddenly brakes. If the driver does not react, the system brakes or steers to help the driver to avoid the situation.

Safe Cruise (SC)


Side Impact Avoidance (SIA) issues a warning when another vehicle is in the blind spot during an overtaking manoeuvre. If the driver does not notice the warning, the system assists the driver by steering the host vehicle back into its lane.

Run-off Road Prevention (RoRP) avoids an unintended leave of the road by steer-ing the vehicle back into its lane.

Safe Cruise (SC)

EMIC-Cost-effi cient emergency intervention for collision mitigation: development and implementation

Emergency Steer Assist (ESA) aims at supporting the driver during a steering manoeuvre by increasing the stability of the vehi-cle.

Collision Mitigation System (CMS) perceives its environment through a camera and a radar sensor and uses this input to assess the situation. Based on this assessment the function determines whether a collision is imminent. If an unavoidable collision is detected, the func-tion calculates the probable point of impact and possible alternative impact points. The system can then take over control of the brakes and the steering system

Safe Cruise (SC)

Picture 03: The demonstrator vehicles at Ford Proving Ground in Lommel/Belgium


▸ The main achievements

The main achievement is the creation and evalu-ation of integrated ADAS, characterised by out-standing capabilities for supporting the driver in varied traffi c scenarios, and specifi cally for avoid-ing hazardous situations. The developed functions of these integrated ADAS rely on data elaborated by the perception layer and embed IWI strategies in order to support drivers by warning, active brak-

ing and steering whenever necessary.

Along with the outcomes at the functional level, specifi c results were achieved for the perception-sub-system, for the intervention strategies and for evaluation methodologies.

Perception platform: The development and evalu-ation of an integrated multisensory data fusion platform, with generic

I/O interfaces, is the key outcome of the percep-tion team. This platform hosts a variety of percep-tion algorithms, from

sensor level to object and situation level, and offers map-matched environment perception shared by multiple safety applications.

This is performed for the fi rst time in a generic architecture framework.

This framework integrates all types of sensors or information sources. At the same time it serves the needs of demanding interactIVe safety functions to interpret the highly dynamic and complex driving environment and advance the state-of-the-art in this fi eld.

Picture 05: Experimental results

Picture 04: Volvo cars testing facilities


▸ The main achievements

Evaluation and legal aspects: The fi nal phase of the project involved testing and evaluation of all developed functions according to the defi ned evaluation methodology. Test data were obtained by testing the addressed scenarios on test tracks or on public roads. Along with the technical aspects, the potential user acceptance of the functions as well as the interaction between users and func-tions were evaluated in driving simulator studies and on public roads. In general, the users found the interactIVe functions useful and showed a high willingness to use them. The evaluation was com-pleted by an assessment of potential safety impacts of the individual functions. Especially in rear-end confl icts the interactIVe functions showed high potential to avoid accidents or at least to mitigate their consequences.

Information, Warning and Intervention (IWI) strate-gies: The IWI strategies defi ned the functions from a driver’s perspective and can be seen as design guidelines. They refer to how, when and where driver information, warnings, and interventions need to be activated. The IWI strategies include functional decision strategies and the driver-vehi-cle interaction by different means such as via the actuators steering, braking) as well as visual, audio and/or haptic information and warnings. In order to come up with appropriate strategies, human factors issues related to active safety and automa-tion were evaluated in 10 simulator and test track experiments as well as in additional experiments jointly run with the vertical sub-projects. Common haptic, graphic and sound elements were devel-oped.

Picture 06: Evaluation process in interactIVe

De�nition of Hypotheses (D7.2)

De�nition of Indicators (D7.2)

Test and Evaluation Plan (D7.4)

Evaluation of Application (D7.5)

Evaluation of Application (D7.5)

De�nition of Research Questions (D7.1)

Veri�cation of Hypotheses

Calculation of Indicators

Measurement Data

Test and Application

Picture 07: Interaction sequence for longitudinal control

Steering wheel

Brake

Accelerator pedal

Vehicle deceleration

Seat belt

Speaker

Primary visual display

* Compatible with a safe system reaction timing

Secondary visual display

Sequence 0 Sequence 1 Sequence 2 Sequence 3

Warning Warning + intervention feedback Post intervention Pre-warning

1.5 s.*lasts 5 s.

0 s.2/3 s.10 s.

auto braking

evasive manoeuvre

vibration or tightening

deceleration

strongest orstrong orsmooth or


Supported by EUCARCo-funded by the European Union

Project Partners:

This research project ran from January 2010 until November 2013 and was co-funded by the European Commission Directorate General for Communications Networks, Content & Technol-ogy (DG CONNECT) under the Seventh Frame-work Programme (FP7) for research and tech-nological development. The fi nal results were presented in Aachen, Germany 20-21 Novem-ber 2013 through technical presentations and a respective.

Imprint: interactIVe | News | 06 | December 2013

This newsletter was published by the interactIVe newsletter team.

Christoph Kessler, Ford R&A Europe, [email protected], Co-ordinator

Katja Krause, EICT, [email protected],Communications Manager

Angelos Amditis, ICCS, [email protected],Technical Dissemination Manager

Layout and typesetting EICT GmbH

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Accident avoidance by active intervention for … 01 | interactIVe | News | 06 | December 2013 Dear interested reader, After four years of work, the integrated project interactIVe