"Standard" refers to driver packages that predate the DCH driver design paradigm. Standard drivers are for those who have not yet transitioned to contemporary DCH drivers, or require these drivers to support older products.
Some driver assistance technologies are reducing crashes. Front crash prevention, lane departure prevention, blind spot detection and rear crash prevention also show real-world crash reductions.
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Front crash prevention is becoming more universal and its capabilities more consistent across brands, thanks to a voluntary commitment by 20 automakers, representing 99% of U.S. light vehicle sales, to make the technology standard by September 2022. The commitment, brokered by IIHS and the National Highway Traffic Safety Administration (NHTSA), calls for vehicles to have systems with both a forward collision warning component that meets NHTSA criteria and automatic braking that achieves certain minimum speed reductions in IIHS track tests.
Vehicles equipped with front crash prevention are much less likely to rear-end other vehicles than the same models without the technology (Fildes et al., 2015; Isaksson-Hellman & Lindman, 2016; Cicchino, 2017). An Institute study found that systems with forward collision warning and automatic braking cut rear-end crashes in half, while forward collision warning alone reduces them by 27%. The autobrake systems also greatly reduce rear-end crashes involving injury.
Passenger vehicles are not the only vehicles that benefit from front crash prevention systems. Similar rear-end crash reduction effects have been found for large trucks equipped with front crash prevention systems (Teoh, 2021).
HLDI has conducted studies comparing insurance claim rates for passenger vehicles equipped with front crash prevention with claim rates for the same models without the technology. Vehicles equipped with these systems consistently show lower rates of claims for damage to other vehicles and for injuries to people in other vehicles (HLDI, 2023).
NHTSA issued a proposed regulation in 2023 that would require all new passenger vehicles to be equipped with automatic braking that can avoid rear-end crashes with other vehicles and crashes with pedestrians (Office of the Federal Register, 2023). Pedestrian detection would be required to work in both daylight and dark conditions.
This feature uses sensors to monitor the side of the vehicle for vehicles approaching blind spots. In many systems, a visual alert appears on or near the side mirrors if a vehicle is detected. An audible alert may activate if the driver signals a turn and there is a vehicle in the blind spot. Some systems also may activate the brake or steering controls to keep the vehicle in its lane.
Blind spot detection has been shown to reduce lane-change crashes by 14% (Cicchino, 2018). HLDI research has also found that blind spot detection lowers rates of insurance claims covering injuries and damage to other vehicles (HLDI, 2023).
There are many different technologies designed to help drivers back up safely. Rearview cameras display what is behind the vehicle, projecting a much larger field than is visible in mirrors or even by looking directly out the back windshield. Since May 2018, rearview cameras have been essentially required on new vehicles in order to reduce backover crashes, in which young children are frequently the victims (Office of the Federal Register, 2014).
Some camera systems, as well as systems that use radar or ultrasonic sensors, warn the driver if there are objects in the way when the vehicle is in reverse. Systems with rear automatic braking apply the brakes to keep the vehicle from backing into or over an object. A rear cross-traffic alert system detects vehicles approaching from either side that may cross the path of a backing vehicle, warns the driver, and may automatically brake to prevent a collision.
Rear automatic braking is associated with the largest reductions in insurance claims and backing crashes reported to the police of any type of rear crash prevention system (Cicchino, 2019; HLDI, 2023).
Observations at dealerships of seven automakers in 2016 found that front crash prevention systems were activated in 93% of the vehicles observed that arrived for service, and nearly 100% of the blind spot detection and rear-cross traffic alert systems were turned on (Reagan at al., 2018). Activation of systems that alert (lane departure warning) and intervene (lane departure prevention) to help with lane keeping were much lower at 52%. Lane departure systems that warned by vibration were more likely to be activated than those that beeped, and lane departure prevention systems were more likely to be turned on than warning-only systems.
Drivers need to be ready and able to respond to warnings or interventions in order for them to work. Many drivers involved in lane departure crashes are asleep or otherwise incapacitated, which can limit their ability to respond to lane departure warning and lane-keeping support systems (Cicchino & Zuby, 2017; Wiacek et al., 2017). Systems that only warn the driver are not as effective as those that act on behalf of the driver, such as automatic braking (Cicchino, 2017). However, even systems that intervene may require a follow-up response.
The National Highway Traffic Safety Administration uses definitions of different levels of automation developed by SAE International (SAE International, 2021). The levels of driving automation range from none, or Level 0, to full driving automation, or Level 5. The levels are differentiated by the roles and responsibility that the human and automation have; for example, whether a human is required to monitor the driving environment and whether, if things go wrong, the human is expected to intervene or the automated system can bring the vehicle safely to a stop.
Most automakers now offer Level 2 driving automation in at least some of their vehicles. Mercedes-Benz announced it would offer Level 3 driving automation to consumers in the United States in the 2024 model year, becoming the first automaker to do so (Mercedes-Benz, 2023).
So far, all of the technology that is currently available to consumers is constrained to specific road and environmental conditions, so drivers will be expected to bridge the gap until full driving automation is developed that can perform all aspects of driving without human input under all conditions (Level 5).
Much of the technology available in current vehicles, such as adaptive cruise control and lane centering, typically works only on higher-speed roadways where crashes are relatively infrequent. Even if all interstate miles were logged by vehicles driven entirely by automation that did not crash, the maximum overall benefit would be 17% fewer crash deaths and 9% fewer crash injuries than when driven by a human without automation assistance (IIHS, 2016).
Partially automated systems may also have unintended consequences, as drivers become disengaged because the vehicle is handling more of the driving (Reagan et al., 2021). System misuse has already been implicated in fatal crashes (NTSB, 2017; NTSB, 2020; NTSB, 2020). To ensure drivers continue to pay attention while using Level 2 systems, automakers use various driver monitoring strategies, some of which work better than others (Mueller et al., 2021). IIHS began rating the safeguards built in to Level 2 systems, including driver monitoring, escalating attention alerts and fail-safe procedures, in 2024.
Regulatory frameworks for testing and deploying self-driving cars are being developed in the United States and other countries. The U.S. Department of Transportation has issued guidance to help state lawmakers address testing and deployment of automated vehicle technology and to encourage a consistent legislative approach nationwide.
In 2011, Nevada became the first state to enact legislation specifically permitting research and testing of vehicles with partial and full autonomy on public roads. Since then, most states have passed legislation or issued executive orders addressing driving automation. Some of the laws only authorize a study, define key terms or authorize funding, while others permit testing on public roads or authorize full deployment. In some states, testing on public roads has been allowed without any specific legislation or regulatory action.
Even though these vehicles do not have a driver behind the wheel, they are still remotely monitored by trained employees who can intervene when a vehicle encounters conditions that are difficult for it to understand (Waymo, 2020).
More recent crash avoidance technologies like front crash prevention and lane departure warning are expected to be nearly universal only after 2040 (HLDI, 2023). It will be even longer before most registered vehicles in the U.S. are equipped with Level 2 automation.
Vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications, collectively known as connected vehicle technology (or V2X), are safety systems in which vehicles and roadway infrastructure communicate with each other over a wireless network.
With V2I communication, cars receive from and transmit information to roadway infrastructure. For example, highway systems could monitor vehicle location within a lane. If a vehicle is detected to be drifting out of a lane, the system could alert neighboring vehicles. In urban environments, traffic signals can alert vehicles of an impending light change so drivers can prepare to stop or the vehicle can automatically slow down if the driver does not.
Two V2V functions, intersection movement assist and left turn assist, warn drivers or intervene on their behalf when they are at risk of crashing with another vehicle when entering or turning left at an intersection. NHTSA estimates that together these functions could potentially prevent up to nearly 600,000 crashes and about 1,300 fatalities annually when fully deployed through the light vehicle fleet (Office of the Federal Register, 2017). Recent IIHS research shows they could be of particular benefit for older drivers, who are more often involved in intersection crashes (Cox et al., 2022). 18c6514909
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