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This paper summarizes the development of a wireless message from infrastructure-to-vehicle (I2V) for safety applications based on Dedicated Short-Range Communications (DSRC) under a cooperative agreement between the Crash Avoidance Metrics Partners LLC (CAMP) and the Federal Highway Administration (FHWA). During the development of the Curve Speed Warning (CSW) and Reduced Speed Zone Warning with Lane Closure (RSZW/LC) safety applications [1], the Basic Information Message (BIM) was developed to wirelessly transmit infrastructure-centric information. The Traveler Information Message (TIM) structure, as described in the SAE J2735, provides a mechanism for the infrastructure to issue and display in-vehicle signage of various types of advisory and road sign information. This approach, though effective in communicating traffic advisories, is limited by the type of information that can be broadcast from infrastructures.

This paper summarizes the validation of prototype vehicle-to-infrastructure (V2I) safety applications based on Dedicated Short Range Communications (DSRC) in the United States under a cooperative agreement between the Crash Avoidance Metrics Partners LLC (CAMP) and the Federal Highway Administration (FHWA). After consideration of a number of V2I safety applications, Red Light Violation Warning (RLVW), Curve Speed Warning (CSW) and Reduced Speed Zone Warning with Lane Closure Warning (RSZW/LC) were developed, validated and demonstrated using seven different vehicles (six passenger vehicles and one Class 8 truck) leveraging DSRC-based messages from a Road Side Unit (RSU). The developed V2I safety applications were validated for more than 20 distinct scenarios and over 100 test runs using both light- and heavy-duty vehicles over a period of seven months. Subsequently, additional on-road testing of CSW on public roads and RSZW/LC in live work zones were conducted in Southeast Michigan.

An analysis of the first 35 back-over crashes reported by NHTSA's Special Crash Investigations unit was undertaken with two objectives: (1) to test a hypothesized classification of backing crashes into types, and (2) to characterize scenario-specific conditions that may drive countermeasure development requirements and/or objective test development requirements. Backing crash cases were sorted by type, and then analyzed in terms of key features. Subsequent modeling of these SCI cases was done using an adaptation of the Driving Reliability and Error Analysis Methodology (DREAM) and Cognitive Reliability and Error Analysis Methodology (CREAM) (similar to previous applications, for instance, by Ljung and Sandin to lane departure crashes [10]), which is felt to provide a useful tool for crash avoidance technology development.

General Motors has pursued research to develop systems intended to assist drivers in recognizing people or objects behind them when they are backing, and this paper summarizes results from this research. We are currently working with ultrasonic rear parking assist systems, rear radar backing warning systems, and rear camera systems, which are briefly described and their utility for assisting drivers in recognizing people or objects behind them discussed. Our research on driver performance with a prototype long range backing warning system found that audible and visual warning combinations may not be effective in warning distracted drivers about unexpected objects. Driver expectancy is thought to play a significant role in this result. However, further research found drivers were more likely to notice an unexpected obstacle behind their vehicle with a prototype rear view video camera system compared to ultrasonic rear parking assist and trials that had no system.

Forward collision warning (FCW) systems are intended to provide drivers with crash alerts to help them avoid or mitigate rear-end crashes. To facilitate successful deployment of FCW systems, the Ford-GM Crash Avoidance Metrics Partnership (CAMP) developed preliminary minimum functional requirements for FCW systems implemented on light vehicles (passenger cars, light trucks, and vans). This paper summarizes one aspect of the CAMP results: minimum requirements and recommendations for when to present rear-end crash alerts to the driver. These requirements are valid over a set of kinematic conditions that are described, and assume successful tracking and identification of a legitimate crash threat. The results are based on extensive closed-course human factors testing that studied drivers' last-second braking preferences and capabilities. The paper reviews the human factors testing, modeling of results, and the computation of FCW crash alert timing requirements and recommendations.