Measurement data regarding driving behavior of normal drivers.

Slide regarding human driver behaviors and results under far-side turning (in Japan, right turn) scenario.

49. The expert from Japan introduced GRSP-64-41 on the current research programme in his country on improving pedestrian safety. He added that notwithstanding successful national regulatory efforts, pedestrians still accounted for the largest proportion of recent fatal traffic accidents. He concluded that performance protection such as at A-pillar would be increased by airbag deployment.

49. The expert from Japan introduced GRSP-64-41 on the current research programme in his country on improving pedestrian safety. He added that notwithstanding successful national regulatory efforts, pedestrians still accounted for the largest proportion of recent fatal traffic accidents. He concluded that performance protection such as at A-pillar would be increased by airbag deployment.

Potential impact of automatic braking on stationary and moving rear-end collisions in Japan.

Proposal from the chair to improve the effectiveness and efficiency of EVS informal group discussions by adhering to deadlines for meeting preparations and documents submissions, especially to ensure that all participants have had sufficient time to consider contributions and prepare for each discussion.

Summary of discussions, including related to the International Whole Vehicle Type Approval, on issues raised by the prospects for automated vehicle software updates under the type approval system.

49. The expert from Japan introduced a presentation (GRSP-59-21), to inform GRSP that pedestrians were the largest proportion of recent fatal traffic accidents in Japan.

NTSEL study into the effect of automated steering on the level of driver alertness. The data suggests an increase in drowsiness as measured by blinking/eyelid closing rates.

Presentation of results from Japan’s NTSEL research into the time required for the driver to transition from automated to manual steering modes and on driver/vehicle behavior throughout the transition period under various traffic scenarios.

Main content of document from (J):
To study transition from ACSF to the driver using a driving simulator when the driver needs manual operation while using the ACSF on a highway. CPs have been part of the study

(OICA): Have the subtasks been switched off when the warning was issued?
(J):No.
(D): Presentation is very helpful for the discussion.
(SE): This was a very useful experience
(NL): The people in the study have been aware that something will happen. So the values seem to be the “minimum”
(D): situation in the test was very realistic, because the drivers where partly very drowsy (ed. because of jetlag…)
(SE): Why is (in slide 17) the response time of the driver without warning faster than with warning?
(J): Interpretation: The driver is more relaxed when he expects that the system will warn.
(OICA): at least it should be clear, that a is not possible, before a failure in the system occurs.
(Chair): it was not a failure, it was the misinterpretation of the system.
(Chair-J): the warning time is also the time, when the failure occurs and the system is still working.
(Chair): Summary of the discussion:
– 2s should be the minimum
– 4s are appropriate
(Chair-J): supports the 4s
(SE): maybe already 2s could be helpful as an “emergency system”