使用Wi-Fi與G-Sensor實現即時倒車影像傳輸之研究與分析

Conversation with <scp>R</scp>obert <scp>V</scp>oas

Since 1970, the U.S. National Highway Traffic Safety Administration (NHTSA) has been responsible for setting and monitoring traffic and safety standards for all motor vehicles on U.S. roads. Authorized by the National Traffic and Motor Vehicle Safety Act of 1966, the agency can investigate and recall any vehicle that contains a safety-related defect or is in violation of a federal motor vehicle safety standard. This paper describes the role of the NHTSA in assessing automotive electronics reliability and safety. We discuss the definition of "safety defect," and how it has been applied. In a number of defect investigations, automakers had initially led the NHTSA to believe that their vehicles were safe and complied with safety standards, although they contained potentially fatal defects. As a result, NHTSA had difficulty in taking effective action against rollovers, stalling problems, and fire hazards in some of the nation's popular vehicles, even though evidence pointed to a safety defect. This article then describes a juridical process that may improve road safety. Examples are given as to how regulations could be manipulated to stymie federal investigations, followed by an explanation of how the Transportation Recall Enhancement, Accountability, and Documentation Act, passed in 2000, could facilitate more effective investigations. Finally, we discuss the economics of defect recalls, and provide some recommendations.

Anumber of federal agencies manage the safety of consumer goods in the United States. Three of them are responsible for most of the products a typical consumer uses. The Food and Drug Administration (FDA) has jurisdiction over foods, drugs, and cosmetics. The National Highway Traffic Safety Administration (NHTSA) oversees the safety of cars, trucks, motorcycles, and these vehicles’ accessories, such as tires and car seats. The Consumer Product Safety Commission (CPSC) has jurisdiction over any product that is used in a residence or school, or for recreational or personal use.

How to reduce the toll of road traffic accidents

&lt;div class="htmlview paragraph"&gt;Since 1966 the federal government, through the National Highway Traffic Safety Administration, has promulgated regulations governing the crash safety of motor vehicles, with particular attention to passenger cars. However, during the next four years, most of the regulations will also apply to light trucks and vans. There are now 53 Federal Motor Vehicle Safety Standards (FMVSS). These standards primarily regulate the safety of new vehicles.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;For many disabled persons, especially those confined to wheelchairs, vehicles must be extensively modified to allow them to drive, or to ride as passengers. The objective of this paper is to examine the safety level intended to be afforded to able bodied persons by the crashworthiness FMVSS and to make observations on the special requirements of modified vehicles to afford the same level of safety to disabled persons. We will emphasize the safety needs of those who use vans since vans are the vehicles most extensively modified.&lt;/div&gt;

Regulatory Dysfunction: How Insufficient Resources, Outdated Laws, and Political Interference Cripple the 'Protector Agencies'

Context: Consumer tests which assess safety features of modern vehicles have a tradition in Europe. Recently, such test protocols have been substantially extended to also cover active safety systems like Volkswagen's Front Assist. Objective: Simulations for passive safety systems are already a widely adopted approach during vehicle development and internal assessments. As active safety systems are becoming an increasingly important element in a vehicle's safety concept and a differentiating feature, a systematic validation and assessment of such systems is necessary to successfully pass consumer tests and complimentarily identified, relevant traffic scenarios. Method: With this work, we extend our previous conference publication about EuroNCAP CCRs tests by additionally investigating US NCAP scenarios for an AEB system. Therefore, we systematically modeled the allowed variations with a graph where the paths represent concrete test scenarios. These paths are used in a virtual test environment to assess the AEB system. In our previous publication, we illustrated our method of test case generation and simulating consumer test scenarios by showing results of 27 specific test cases. In this work, we focused on integrating a test automatization routine as well as evaluating a set of test cases with a factor of 100 compared to our previous paper. Results: We demonstrate the approach for both EuroNCAP's and US NCAP's CCRs scenarios with a total quantity of more than 2,700 test cases including re-runs to systematically evaluate an AEB algorithm. Our results unveiled varying action points in time for the same initial values for a given consumer test scenario while applying different allowed variations. Conclusion: We foresee the importance of complementary virtual testing for real-world tests on proving grounds especially during the design phase. Our study shows that already small variations that yet accord with the test procedure specification influence the behavior of an active safety system and need to be investigated during development and vehicle testing.

A New Lighting Alternative?Wake Forest University engineers are using multiwalled carbon nanotubes to enhance the brightness of field-induced polymer electroluminescent technology, potentially offering a step forward in the search for safe, pleasing, high-efficiency lighting. 1In this technology, moldable polymer matrix emits light when exposed to an electrical current.It could eventually yield high-efficiency lights without the mercury vapor of compact fluorescent lamps or the bluish tint of some fluorescents and LEDs, which has been linked with circadian rhythm disruption. 2

&lt;div class="section abstract"&gt;&lt;div class="htmlview paragraph"&gt;Automotive radar and Vehicle to Vehicle (V2V) technology are currently being developed focusing in the safety of the drivers and passengers. The U.S. Department of Transportation's National Highway Traffic Safety Administration (NTHSA) announced that it is going to create a formal path forward for vehicle-to-vehicle communication for light vehicles meaning that NTHSA will start regulatory proposals on how this technology could become mandatory in the future. Automotive short-range radar (SRR) uses the electromagnetic field distribution around a vehicle including reflection from other objects to detect obstacles. If the vehicle is moving the radars can warn the driver to possible impacts and even automatically trigger safety devices such as seat belts or air bags. One of the biggest challenges on the design of SRR is the high frequency of operation which makes it difficult the use numerical simulation due to the small wavelength, leading to electrical large models. SRR works on 24 GHz and 79 GHz bands. The 79 GHz band is considered to be the long-term operating frequency for SRR. The challenges on the design of V2V technology are related to security issues of the system. Since V2V can act in a passive way (alerting the driver only) and in an active way (triggering actions and devices in the vehicle) the security of the information that is being transmitted must be very protected. Nevertheless, this work focuses only on the physical layer of the system, meaning that only the physical devices are going to be detailed. As for V2V, the one of the biggest challenge is to early predict communication between vehicles using simulation due to the large model that would include many vehicles. This work presents the design of an automotive SRR system on silicon technologies and its performance on a vehicle. A V2V example showing the communication among vehicles is also. Lastly, an application including V2V and SRR in a vehicle is demonstrated.&lt;/div&gt;&lt;/div&gt;

Injury is the primary cause of lost person-years of productive life in the United States (Waller, 1987). The number of years lost annually to injuries of Americans exceed those lost from cancer by 2.4 million years and heart disease by 2.0 million years of life (Injury in America, 1985). Injury from motor vehicle crashes account for approximately 45% of the total (Sleet, 1987). In 1985 alone, approximately 43,800 people in the United States died in traffic accidents, and 3.5 million were injured (National Highway Traffic Safety Administration, 1986). Vehicle crashes are the single leading cause of death and injury to Americans between the ages of 4 and 35 (McGinnis, 1984) and were estimated to cost the nation approximately $69.5 billion in 1984 (National Highway Traffic Safety Administration, 1985), ranking second only to cancer (Hartunian, Smart, & Thompson, 1981).

System-Level Standards: Driverless Cars and the Future of Regulatory Design

Simulation-based testing is becoming a core element of assessing the safety of autonomous vehicles (AVs) by government and industry. For example, the National Highway Traffic Safety Administration stated that self-driving technology should be tested in simulation before deployment [1], and Waymo recently used simulation to sup-port the claim that self-driving cars are safer than human drivers [2]. A number of open-source simulation environments designed to sup-port automated AV testing are available [3]–[5], as well as simulators which focus on realistic rendering of specific types of sensors such as LiDAR and radar [6], [7]. There are also a variety of black-box and white-box techniques to search for failure scenarios causing an AV to violate its safety specifications (e.g. [8]–[13]).

&lt;div class="htmlview paragraph"&gt;Motor vehicle accidents resulting in injuries and deaths are caused by a variety of reasons. Quality control problems, resulting in vehicle defects, contribute to these accidents. Reduction in motor vehicle accidents is worthwhile. The National Traffic and Motor Vehicle Safety Act of 1966 through the Office of Defects Investigation, National Highway Traffic Safety Administration, provides a means of administering the manufacturers' and government's corrective action for those potential accidents caused by vehicle defects.&lt;/div&gt;

A formal framework for the safe design of the Autonomous Driving supervision

The Department of Energy’s (DOE) Vehicle Technologies Office funds research on development of technologies to improve the fuel economy of both light- and heavy-duty vehicles, including advanced combustion systems, improved batteries and electric drive systems, and new lightweight materials. Of these approaches to increase fuel economy and reduce fuel consumption, reducing vehicle mass through more extensive use of strong lightweight materials is perhaps the easiest and least expensive method; however, there is a concern that reducing vehicle mass may lead to more fatalities. Lawrence Berkeley National Laboratory (LBNL) has conducted several analyses to better understand the relationship between vehicle mass, size and safety, in order to ameliorate concerns that down-weighting vehicles will inherently lead to more fatalities. These analyses include recreating the regression analyses conducted by the National Highway Traffic Safety Administration (NHTSA) that estimate the relationship between mass reduction and U.S. societal fatality risk per vehicle mile of travel (VMT), while holding vehicle size (i.e. footprint, wheelbase times track width) constant; these analyses are referred to as LBNL Phase 1 analysis. In addition, LBNL has conducted additional analysis of the relationship between mass and the two components of risk per VMT, crash frequency (crashes per VMT) and risk once a crash has occurred (risk per crash); these analyses are referred to as LBNL Phase 2 analysis.