Blind Spot Monitoring in Light Vehicles — System Performance
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Blind Spot Monitoring in Light Vehicles — System Performance

Filetype[PDF-3.66 MB]


  • English

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    • TRIS Online Accession Number:
      01537851
    • Edition:
      Final Report
    • Abstract:
      This report summarizes findings of a small population study of blind spot monitoring systems (BSM) installed by original vehicle manufacturers on standard production vehicles. The primary goals of these tests were to simulate real-world driving scenarios within a test track setting to evaluate BSM effectiveness and to develop objective test procedures for future BSM testing. Three subject vehicles (SV) were subjected to a series of maneuvers that examined the detection capabilities of their BSM. Typical driving scenarios included: lateral converging and diverging lanes; close distance cross-behind; primary other vehicle (POV) passes from behind in same lane; same lane following run-up; SV braking; POV and secondary other vehicle (SOV) pass by, and misapplied opposite turn signal. Typical city and rural driving conditions were simulated by applying numerous vehicle speeds: 0 mph – stopped; 20 mph – school zones; 35 mph – urban and small streets; 55 mph – typical 2-lane highways; and 75 mph – maximum posted limit on limited-access interstate highways and freeways. Additional tests series included testing for signal aliasing or false-positive alerts as well as BSM sensitivity to close Guard Rail proximity. A broader spectrum test examined sensitivity to BSM alert activation resulting from ghost images (signal multiplexing) bouncing off nearby fences, buildings, or other more distant vehicles. All three BSMs alerted the drivers to the presence of a vehicle in adjacent lanes and performed mostly as expected during the tests. This research was not sufficient to rank the three BSMs that were tested. Results indicated that increasing only the base speed of the subject vehicle and principal other vehicle did not appear to change the BSM sensitivity. Changing differential speed between the vehicles had a noticeable effect on both BSM onset and extinction points. These BSMs did not detect slower moving traffic traveling in the same direction. The BSM alerts ordinarily remained active for the full 15 seconds of post-trigger sampling time without interruption.
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