Project Details
Project Description
Technical specifications for ADAS systems as well as ANCAP testing results show varying conditions for systems to function correctly. Clearly, ISA which relies on reading speed signs need speed signs to be physically present for the system to work effectively. Similarly, active lane keeping assist (LKA) systems reply on the ability to differentiate lane edges either via detecting lane marking or contrast between the road surface and shoulder. ANCAP test results show varying degrees of LKA system performance by these factors. Even autonomous emergency braking (AEB) which detects imminent collision with other vehicles and sometimes fixed objects relies on an assumed achievable coefficient of friction with the road surface to be able to stop the vehicle before collision in a determined distance or timeframe.
A recent PhD completed at MUARC estimated the foregone benefits of these 3 ADAS systems based on assumptions of their required conditions for effective operation and an estimation of the crashes occurring on roads where these conditions were not met. This study made an assumption about ADAS not being effective in these conditions despite ANCAP testing now identifying that some ADAS systems might have a broader range of environments in which they still function effectively.
Questions about the effectiveness of key ADAS technologies in different environments and the noted variation in system performance between vehicles also points to potential generation improvement in ADAS system functionality. Improvement in sensor technology and supporting software algorithms to process this information point to the likelihood that newer ADAS systems might be more effective that the earlier systems which have also been the focus of early evaluations of road safety benefits associated with these technologies. For example, newer AEB systems operate up to higher speeds and mitigate a wider range of crash types in a wider range of conditions. Newer generation LKA systems in ANCAP testing are shown to be better at detecting left hand edge contrast between lanes and road shoulders making the less reliant on edge line marking.
With growing prevalence of AEB, LKA and ISA systems in the Australasian light vehicle fleet, there is potential to undertake more nuanced assessment of the road safety benefits of these three key ADAS technologies both by generation of technology and in various operating environments.
A recent PhD completed at MUARC estimated the foregone benefits of these 3 ADAS systems based on assumptions of their required conditions for effective operation and an estimation of the crashes occurring on roads where these conditions were not met. This study made an assumption about ADAS not being effective in these conditions despite ANCAP testing now identifying that some ADAS systems might have a broader range of environments in which they still function effectively.
Questions about the effectiveness of key ADAS technologies in different environments and the noted variation in system performance between vehicles also points to potential generation improvement in ADAS system functionality. Improvement in sensor technology and supporting software algorithms to process this information point to the likelihood that newer ADAS systems might be more effective that the earlier systems which have also been the focus of early evaluations of road safety benefits associated with these technologies. For example, newer AEB systems operate up to higher speeds and mitigate a wider range of crash types in a wider range of conditions. Newer generation LKA systems in ANCAP testing are shown to be better at detecting left hand edge contrast between lanes and road shoulders making the less reliant on edge line marking.
With growing prevalence of AEB, LKA and ISA systems in the Australasian light vehicle fleet, there is potential to undertake more nuanced assessment of the road safety benefits of these three key ADAS technologies both by generation of technology and in various operating environments.
| Status | Active |
|---|---|
| Effective start/end date | 1/07/26 → 30/06/27 |