**Author details**

based on braking only can be successful, since the deceleration that a vehicle can experience

In **Figure 11**, the cumulated distributions of actual degree of emergency corresponding to the action on the brake are shown, for failed and successful trials. A statistically relevant difference

for the successful tests, *P*-value < 0.001). It is evident that it is impossible to stop before the collision when having *ADE* values near or greater than the maximum possible deceleration. Actually, the maximum value of *ADEA2* that allowed a successful manoeuvre only acting on

**Figure 11.** Cumulated distribution for *ADEA2* in failed and successful tests. The cross indicates trials in which the driver

The effect of the presence of the ADAS was relevant since, for instance, it was capable to halve the percentage of collisions. Similarly, some of the other parameters that were examined showed clear advantages of using such device, as *ttCA1*, *ttCA2*, actual degree of emergency and speed at collision. Parameters as *tA2* − *tA1* and *t*max − *tA2*, instead, showed that the presence of the ADAS could not prevent a slower execution of the required actions, perhaps caused by the anticipated perception of danger, so that sometimes it seemed that the driver was not capable of fully exploiting the advantages allowed by ADAS. In such cases, the use of further auto‐ mation as autonomous braking or emergency brake assist (helping applying and maintaining the correct pressure on the brakes, already used by several manufacturers) will certainly help.

**Figure 11**) were successful only because a steering manoeuvre was performed.

; the cases with higher ADE (tests 31 and 34, highlighted in

for the failed tests vs. 3.89 m/s2

is limited by the friction available.

96 Autonomous Vehicle

brakes was equal to 5.89 m/s2

was identified between the two samples (in average 8.78 m/s2

avoided the obstacle by steering instead of braking (tests 31 and 34).

**6. Conclusion**

Dario Vangi1 , Antonio Virga1\*, Mattia Conigliaro1 , Hermann Steffan2 and Ernst Tomasch2

\*Address all correspondence to: antonio.virga@unifi.it

1 University of Florence, Florence, Italy

2 TU-Graz, Vehicle Safety Institute (VSI), Graz, Austria
