Advanced driver-assistance systems

Advanced driver-assistance systems (ADAS) are groups of

electronic technologies that assist drivers in driving and parking
functions. Through a safe human-machine interface, ADAS increase
car and road safety. ADAS use automated technology, such as sensors
and cameras, to detect nearby obstacles or driver errors, and respond
accordingly.

Most road accidents occur due to human error.[2] ADAS are

developed to automate, adapt, and enhance vehicle technology for
safety and better driving. ADAS are proven to reduce road fatalities
Assisted control of distance from the
by minimizing human error.[3] Safety features are designed to avoid
leading car centering in lane enabled
accidents and collisions by offering technologies that alert the driver
in a Tesla.[1]
to problems, implementing safeguards, and taking control of the
vehicle if necessary. Adaptive features may automate lighting, provide
adaptive cruise control, assist in avoiding collisions, incorporate satellite navigation and traffic warnings, alert
drivers to possible obstacles, assist in lane departure and lane centering, provide navigational assistance
through smartphones, and provide other features.[3]

Contents
Concept, history and development
Technical concepts
ADAS levels
Examples and trends
Feature examples
Need of standardization
Europe
Insurance and economic impact
Ethical issues and current solutions
Future
See also
References
External links

Concept, history and development

ADAS were first being used in the 1950s with the adoption of the anti-lock braking system.[4] Early ADAS
include electronic stability control, anti-lock brakes, blind spot information systems, lane departure warning,
adaptive cruise control, and traction control. These systems can be affected by mechanical alignment
adjustments or damage from a collision. This has led many manufacturers to require automatic resets for these
systems after a mechanical alignment is performed.
Technical concepts

The reliance on data that describes the outside environment of the vehicle, compared to internal data,
differentiates ADAS from driver-assistance systems (DAS).[4] ADAS relies on inputs from multiple data
sources, including automotive imaging, LiDAR, radar, image processing, computer vision, and in-car
networking. Additional inputs are possible from other sources separate from the primary vehicle platform,
including other vehicles (Vehicle-to-Vehicle or V2V Communication) and infrastructure (Vehicle-to-
Infrastructure or V2I Communication).[5] Modern cars have ADAS integrated into their electronics;
manufacturers can add these new features.

ADAS are considered real-time systems since they react quickly to multiple inputs and prioritize the incoming
information to prevent accidents.[6] The systems use preemptive priority scheduling to organize which task
needs to be done first.[6] The incorrect assignment of these priorities is what can cause more harm than
good.[6]

ADAS levels

ADAS are categorized into different levels based on the amount of automation, and the scale provided by The
Society of Automotive Engineers (SAE).[4] ADAS can be divided into five levels. In level 0, ADAS cannot
control the car and can only provide information for the driver to interpret on their own.[4] Some ADAS that
are considered level 0 are: parking sensors, surround-view, traffic sign recognition, lane departure warning,
night vision, blind spot information system, rear-cross traffic alert, and forward-collision warning.[4] Level 1
and 2 are very similar in that they both have the driver do most of the decision making. The difference is level
1 can take control over one functionality and level 2 can take control over multiple to aid the driver.[4] ADAS
that are considered level 1 are: adaptive cruise control, emergency brake assist, automatic emergency brake
assist, lane-keeping, and lane centering.[4] ADAS that are considered level 2 are: highway assist, autonomous
obstacle avoidance, and autonomous parking.[4] From level 3 to 5, the amount of control the vehicle has
increases; level 5 being where the vehicle is fully autonomous. Some of these systems have not yet been fully
embedded in commercial vehicles. For instance, highway chauffeur is a Level 3 system ,and automatic valet
parking is a level 4 system, both of which are not in full commercial use yet.[4]

Examples and trends

Mobileye, an Intel company, has developed a comprehensive suite of ADAS systems that range between
passive and active systems.[7] Passive ADAS systems alert drivers of possible dangerous situations to give the
driver ample time to respond.[7] Examples of passive ADAS systems include lane departure warning and
forward collision warnings, both of which require the driver to take action to avoid a collision. Whereas active
ADAS systems may notify the driver of possible dangerous situations, but take action following what was
observed.[7] Examples of active ADAS systems include adaptive cruise control and lane-keeping assist
(LKA), both of which take action without the driver's intervention.

ADAS are among the fastest-growing segments in automotive electronics due to steadily increasing adoption
of industry-wide quality and safety standards.[8][9]

Feature examples
This list is not a comprehensive list of all of the ADAS. Instead, it provides information on critical examples of
ADAS that have progressed and become more commonly available since 2015.[10][11]
Adaptive cruise control (ACC) can maintain a chosen velocity and distance between a vehicle
and the vehicle ahead. ACC can automatically brake or accelerate with concern to the distance
between the vehicle and the vehicle ahead.[12] ACC systems with stop and go features can
come to a complete stop and accelerate back to the specified speed.[13] This system still
requires an alert driver to take in their surroundings, as it only controls speed and the distance
between you and the car in front of you [12]
Alcohol ignition interlock devices do not allow drivers to start the car if the breath alcohol level
is above a pre-described amount. The Automotive Coalition for Traffic Safety and the National
Highway Traffic Safety Administration have called for a Driver Alcohol Detection System for
Safety (DADSS) program to put alcohol detection devices in all cars.[14]
Anti-lock braking system (ABS) restore traction to a car’s tires by regulating the brake pressure
when the vehicle begins to skid.[15] Alongside helping drivers in emergencies, such as when
their car starts to skid on ice, ABS systems can also assist drivers who may lose control of their
vehicle.[15] With the growing popularity in the 1990s, ABS systems have become standard in
vehicles.[15]
Automatic parking fully takes over control of parking functions, including
steering, braking, and acceleration, to assist drivers in parking.[16]
Depending on the relative cars and obstacles, the vehicle positions
itself safely into the available parking spot.[16] Currently, the driver must
still be aware of the vehicle’s surroundings and be willing to take control
of it if necessary. Symbol for ABS
Automotive head-up display (auto-HUD) safely displays essential
system information to a driver at a vantage point that does not require
the driver to look down or away from the road.[17] Currently, the majority of the auto-HUD
systems on the market display system information on a windshield using LCDs.[17]
Automotive navigation system use digital mapping tools, such as the global positioning system
(GPS) and traffic message channel (TMC), to provide drivers with up to date traffic and
navigation information.[18] Through an embedded receiver, an automotive navigation system
can send and receive data signals transmitted from satellites regarding the current position of
the vehicle in relation to its surroundings.[18]
Automotive night vision systems enable the vehicle to detect obstacles, including pedestrians,
in a nighttime setting or heavy weather situation when the driver has low visibility. These
systems can various technologies, including infrared sensors, GPS, Lidar, and Radar, to detect
pedestrians and non-human obstacles.[18]
Backup camera provides real-time video information regarding the location of your vehicle and
its surroundings.[19] This camera offers driver’s aid when backing up by providing a viewpoint
that is typically a blind spot in traditional cars.[20] When the driver puts the car in reverse, the
cameras automatically turns on.[20]
Blind spot monitor involves cameras that monitor the driver's blind spots and notify the driver if
any obstacles come close to the vehicle.[20] Blind spots are defined as the areas behind or at
the side of the vehicle that the driver cannot see from the driver’s seat.[20] Blind-spot monitoring
systems typically work in conjunction with emergency braking systems to act accordingly if any
obstacles come into the vehicle’s path. A Rear Cross Traffic Alert (RCTA) typically works in
conjunction with the Blind Spot Monitoring system, warning the driver of approaching cross-
traffic when reversing out of a parking spot.[21]
Collision avoidance system (pre-crash system) uses small radar detectors, typically placed
near the front of the car, to determine the car’s vicinity to nearby obstacles and notify the driver
of potential car crash situations.[22] These systems can account for any sudden changes to the
car’s environment that may cause a collision.[22] Systems can respond to a possible collision
situation with multiple actions, such as sounding an alarm, tensing up passengers’ seat belts,
closing a sunroof, and raising reclined seats.[22]
Crosswind stabilization helps prevent a vehicle from overturning when strong winds hit its side
by analyzing the vehicle’s yaw rate, steering angle, lateral acceleration, and velocity
sensors.[23] This system distributes the wheel load in relation to the velocity and direction of the
crosswind.[23]
Cruise control can maintain a specific speed pre-determined by the driver.[24] The car will
maintain the speed the driver sets until the driver hits the brake pedal, clutch pedal, or
disengages the system.[24] Specific cruise control systems can accelerate or decelerate, but
require the driver to click a button and notify the car of the goal speed.[24]
Driver drowsiness detection aims to prevent collisions due to driver fatigue.[25] The vehicle
obtains information, such as facial patterns, steering movement, driving habits, turn signal use,
and diving velocity, to determine if the driver’s activities correspond with drowsy driving.[26] If
drowsy driving is suspected, the vehicle will typically sound off a loud alert and may vibrate the
driver's seat.[26]
Driver Monitoring System is designed to monitor the alertness of the driver.[27] These systems
use biological and performance measures to assess the driver’s alertness and ability to
conduct safe driving practices.[27] Currently, these systems use infrared sensors and cameras
to monitor the driver’s attentiveness through eye-tracking.[27] If the vehicle detects a possible
obstacle, it will notify the driver and if no action is taken, the vehicle may react to the obstacle.
Electric vehicle warning sounds notify pedestrians and cyclists that a hybrid or plug-in electric
vehicle is nearby, typically delivered through a noise, such as a beep or horn.[28] This
technology was developed in response to the U.S. National Highway Traffic Safety
Administration ruling that issued 50 percent of quiet vehicles must have a device implemented
into their systems that sound off when the vehicle travels at speeds less than 18.6 mph by
September 2019.[29]
Electronic stability control (ESC) can lessen the speed of the car and activate individual brakes
to prevent understeer and oversteer.[30] Understeer occurs when the car’s front wheels don’t
have enough traction to make the car turn and oversteer occurs when the car turns more than
intended, causing the car to spin out.[30] In conjunction with other car safety technologies, such
as anti-lock braking and traction control, the ESC can safely help drivers maintain control of the
car in unforeseen situations.[30]
Emergency driver assistant facilitates emergency counteract measures
if the driver falls asleep or does not perform any driving action after a
defined length of time.[31] After a specified period of time, if the driver
has not interacted with the accelerator, brake, or steering wheel, the car
will send audio, visual, and physical signals to the driver.[31] If the driver
does not wake up after these signals, the system will stop, safely ESC control light
position the vehicle away from oncoming traffic, and turn on the hazard
warning lights.[31]
Forward Collision Warning (FCW) monitor the speed of the vehicle and the vehicle in front of it,
and the open distance around the vehicle.[32] FCW systems will send an alert to the driver of a
possible impending collision if gets too close to the vehicle in front of it.[32] These systems do
not take control of the vehicle, as currently, FCW systems only send an alert signal to the driver
in the form of an audio alert, visual pop-up display, or other warning alert.[32]
Intersection assistants use two radar sensors in the front bumper and sides of the car to monitor
if there are any oncoming cars at intersections, highway exits, or car parks.[33] This system
alerts the driver of any upcoming traffic from the vehicle’s sides and can enact the vehicle’s
emergency braking system to prevent the collision.[33]
Glare-free high beam use Light Emitting Diodes, more commonly known as LEDs, to cut two or
more cars from the light distribution.[34] This allows oncoming vehicles coming in the opposite
direction not to be affected by the light of the high-beams. In 2010, the VW Touareg introduced
 the first glare-free high beam headlamp system, which used a mechanical shutter to cut light
from hitting specific traffic participants.[34]
Hill descent control helps drivers maintain a safe speed when driving down a hill or other
decline.[35] These systems are typically enacted if the vehicle moves faster than 15 to 20 mph
when driving down. When a change in grade is sensed, hill descent control automates the
driver’s speed to descend down the steep grade safely.[35] This system works by pulsing the
braking system and controlling each wheel independently to maintain traction down the
descent.[35]
Hill-Start Assist also known as hill-start control or hill holder, helps prevent a vehicle from
rolling backward down a hill when starting again from a stopped position.[36] This feature holds
the brake for you while you transition between the brake pedal and the gas pedal.[36] For
manual cars, this feature holds the brake for you while you transition between the brake pedal,
the clutch, and the gas pedal.[36]
Intelligent speed adaptation or intelligent speed advice (ISA) assists drivers with compliance to
the speed limit. They take in information of the vehicle’s position and notify the driver when
he/she is not enforcing the speed limit.[37] Some ISA systems allow the vehicle to adjust its
speed to adhere to the relative speed limit.[37] Other ISA systems only warn the driver when
he/she is going over the speed limit and leave it up to the driver to enforce the speed limit or
not.[37]
Lane centering assists the driver in keeping the vehicle centered in a lane.[38] A lane-centering
system may autonomously take over the steering when it determines the driver is at risk of
deterring from the lane.[38] This system uses cameras to monitor lane markings to stay within a
safe distance between both sides of the lane.[39]
Lane departure warning system (LDW) alerts the driver when they partially merge into a lane
without using their turn signals.[40] An LDW system uses cameras to monitor lane markings to
determine if the driver unintentionally begins to drift.[40] This system does not take control of the
vehicle to help sway the car back into the safety zone but instead sends an audio or visual alert
to the driver.[40]
Lane change assistance helps the driver through a safe completion of a lane change by using
sensors to scan the vehicle’s surroundings and monitor the driver’s blind spots.[41] When a
driver intends to make a lane change, the vehicle will notify the driver through an audio or
visual alert when a vehicle is approaching from behind or is in the vehicle’s blind spot.[41] The
visual alert may appear in the dashboard, heads-up-display, or the exterior rear-view
mirrors.[42] Several kind of lane change assistance might exist, for instance UNECE regulation
79 considers :

"ACSF (Automatically commanded steering function) of Category C" (...) a function

which is initiated/activated by the driver and which can perform a single lateral
manoeuvre (e.g. lane change) when commanded by the driver.
"ACSF of Category D" (...) a function which is initiated/activated by the driver and
which can indicate the possibility of a single lateral manoeuvre (e.g. lane change)
but performs that function only following a confirmation by the driver.
"ACSF of Category E" (...) a function which is initiated/activated by the driver and
which can continuously determine the possibility of a manoeuvre (e.g. lane change)
and complete these manoeuvres for extended periods without further driver
command/confirmation.
— UNECE regulation 79[43]

Parking sensors can scan the vehicle’s surroundings for objects when the driver initiates parking.[44] Audio
warnings can notify the driver of the distance between the vehicle and its surrounding objects.[44] Typically,
the faster the audio warnings are issued, the closer the vehicle is getting to the object.[44] These sensors may
not detect objects closer to the ground, such as parking stops, which is why parking sensors typically work
alongside backup cameras to assist the driver when reversing into a parking spot.[44]
Pedestrian protection systems are designed to minimize the number of accidents or injuries that occur
between a vehicle and a pedestrian.[45] This system uses cameras and sensors to determine when the front of a
vehicle strikes a pedestrian.[45] When the collision occurs, the vehicle’s bonnet lifts to provide a cushion
between the vehicle’s hard engine components and the pedestrian.[45] This helps minimize the possibility of a
severe head injury when the pedestrian’s head comes into contact with the vehicle.[45]
Rain sensors detect water and automatically trigger electrical actions, such as the raising of open windows
and the closing of open convertible tops.[46] A rain sensor can also take in the frequency of rain droplets to
automatically trigger windshield wipers with an accurate speed for the corresponding rainfall.[46]
Omniview technology improves a driver’s visibility by offering a 360-degree viewing system.[47] This
system can accurately provide 3D peripheral images of the car’s surroundings through video display outputted
to the driver.[47] Currently, commercial systems can only provide 2D images of the driver’s surroundings.
Omniview technology uses the input of four cameras and a bird’s eye technology to provide a composite 3D
model of the surroundings.[47]
Tire Pressure Monitoring determine when the tire pressure is outside the normal inflation pressure
range.[48] The driver can monitor the tire pressure and is notified when there is a sudden drop through a
pictogram display, gauge, or low-pressure warning signal.[48]
Traction control system (TCS) helps prevent traction loss in vehicles and prevent
vehicle turnover on sharp curves and turns.[49] By limiting tire slip, or when the
force on a tire exceeds the tire’s traction, this limits power delivery and helps the
driver accelerate the car without losing control.[49] These systems use the same
wheel-speed sensors as the antilock braking systems.[49] Individual wheel braking
systems are deployed through TCS to control when one tire spins faster than the TPMS low pressure
others.[49] warning icon
Traffic sign recognition (TSR) systems can recognize common traffic signs, such
as a “stop” sign or a “turn ahead” sign, through image processing techniques.[50]
This system takes into account the sign’s shape, such as hexagons and rectangles, and the color to classify
what the sign is communicating to the driver.[50] Since most systems currently use camera-based technology, a
wide variety of factors can make the system less accurate. These include poor lighting conditions, extreme
weather conditions, and partial obstruction of the sign.[50]
Vehicular communication systems come in three forms: Vehicle-to-Vehicle (V2V), Vehicle-to-Infrastructure
(V2I), and Vehicle-to-Everything (V2X). V2V systems allow vehicles to exchange information with each
other about their current position and upcoming hazards.[51] V2I systems occur when the vehicle exchanges
information with nearby infrastructure elements, such as street signs.[51] V2X systems occur when the vehicle
monitors its environment and takes in information about possible obstacles or pedestrians in its path.[51]
Vibrating seat warnings alert the driver of danger. GM’s Cadillacs have offered vibrating seat warnings
since the 2013 Cadillac ATS. If the driver begins drifting out of the traveling lane of a highway, the seat
vibrates in the direction of the drift, warning the driver of danger. The Safety Alert Seat also provides a
vibrating pulse on both sides of the seat when a frontal threat is detected.[52]
Wrong-way driving warning issue alerts to drivers when it is detected that they are on the wrong side of the
road.[53] Vehicles with this system enacted can use sensors and cameras to identify the direction of oncoming
traffic flow.[53] In conjunction with lane detection services, this system can also notify drivers when they
partially merge into the wrong side of the road [53]

Need of standardization
According to PACTS, lack of full standardization might make the system have difficultly being understandable
by the driver who might believe that the car behave like another car while it does not.[54]
 we can’t help feeling that this lack of standardization is one of the more problematic aspects of
driver-assistance systems; and it’s one that is likely to be felt more keenly as systems become
increasingly commonplace in years to come, particularly if traffic laws change to allow ‘hands-
off’ driving in the future.

— EuroNCAP[55]

ADAS might have many limitations, for instance a Pre-Collision System might have 12 pages to explain 23
exceptions where ADAS may operate when not needed and 30 exceptions where ADAS may not operate
when a collision is likely.[54]

Names for ADAS features are not standardized. For instance, Adaptive Cruise Control is called Adaptive
Cruise Control by Fiat, Ford, GM, VW, Volvo and Peugeot, but Intelligent Cruise Control by Nissan, Active
Cruise Control by Citroen and BMW, and DISTRONIC by Mercedes.[54] To help with standardization, SAE
International has endorsed a series of recommendations for generic ADAS terminology for car manufacturers,
that it created with Consumer Reports, the American Automobile Association, J.D. Power, and the National
Safety Council.[56][57]

Buttons and dashboard symbols might change from car to car due to lack of standardization.[54]

ADAS behavior might change from car to car, for instance ACC speed might be temporarily overridden in
most cars, while some switch to standby after one minute.[54]

Europe
In Europe, in Q2 2018, 3% of sold passenger cars had level 2 autonomy driving features. In Europe, in Q2
2019, 325,000 passenger cars are sold with level 2 autonomy driving features, that is 8% of all new cars
sold.[58]

Main car brands with level2 features include: Audi, BMW, Mercedes-Benz, Tesla, Volvo, Citroën, Ford,
Hyundai, Kia, Mazda, Nissan and Peugeot.[59]

Level 2 definition is reached by AutoPilot from Tesla, Pilot Assist from Volvo and ProPILOT Assist from
Nissan.[60]

Insurance and economic impact

The AV industry is growing exponentially, and according to a report by Market Research Future, the market is
expected to hit over $65 billion by 2027. AV insurance and rising competition are expected to fuel that
growth.[61] Auto insurance for ADAS has directly affected the global economy, and many questions have
arisen within the general public. ADAS allows autonomous vehicles to enable self-driving features, but there
are associated risks with ADAS. AV companies and manufacturers are recommended to have insurance in the
following areas in order to avoid any serious litigations. Depending on the level, ranging from 0 to 5, each car
manufacturer would find it in its best interest to find the right combination of different insurances to best match
their products. Note that this list is not exhaustive and may be constantly updated with more types of
insurances and risks in the years to come.

Technology errors and omissions – This insurance will cover any physical risk if the technology
itself has failed. These usually include all of the associated expenses of a car accident.[62]
Auto liability and physical damage – This insurance covers third-party injuries and technology
damage.[62]
 Cyber liability – This insurance will protect companies from any lawsuits from third parties and
penalties from regulators regarding cybersecurity.[63]
Directors and officers – This insurance protects a company’s balance sheet and assets by
protecting the company from bad management or misappropriation of assets.[63]

With the technology embedded in autonomous vehicles, these self-driving cars are able to distribute data if a
car accident occurs. This, in turn, will invigorate the claims administration and their operations. Fraud
reduction will also disable any fraudulent staging of car accidents by recording the car’s monitoring of every
minute on the road.[64] ADAS is expected to streamline the insurance industry and its economic efficiency
with capable technology to fight off fraudulent human behavior. In September 2016, the NHTSA published
the Federal Automated Vehicles Policy, which describes the U.S. Department of Transportation's policies
related to highly automated vehicles (HAV) which range from vehicles with ADAS features to autonomous
vehicles.

Ethical issues and current solutions

In March 2014, the US Department of Transportation's National Highway Traffic Safety Administration
(NHTSA) announced that it will require all new vehicles under 10,000 pounds (4,500 kg) to have rear view
cameras by May 2018. The rule was required by Congress as part of the Cameron Gulbransen Kids
Transportation Safety Act of 2007. The Act is named after two-year-old Cameron Gulbransen. Cameron’s
father backed up his SUV over him, when he did not see the toddler in the family’s driveway [65]

The advancement of autonomous driving is accompanied by ethical concerns. The earliest moral issue
associated with autonomous driving can be dated back to as early as the age of the trolleys. The trolley
problem is one of the most well-known ethical issues. Introduced by English philosopher Philippa Foot in
1967, the trolley problem asks that under a situation which the trolley’s brake does not work, and there are five
people ahead of the trolley, the driver may go straight, killing the five persons ahead, or turn to the side track
killing the one pedestrian, what should the driver do?[66] Before the development of autonomous vehicles, the
trolley problem remains an ethical dilemma between utilitarianism and deontological ethics. However, as the
advancement in ADAS proceeds, the trolley problem becomes an issue that needs to be addressed by the
programming of self-driving cars. The accidents that autonomous vehicles might face could be very similar to
those depicted in the trolley problem.[67] Although ADAS systems make vehicles generally safer than only
human-driven cars, accidents are unavoidable.[67] This raises questions such as “whose lives should be
prioritized in the event of an inevitable accident?” Or “What should be the universal principle for these
‘accident-algorithms’?”

Many researchers have been working on ways to address the ethical concerns associated with ADAS systems.
For instance, the artificial intelligence approach allows computers to learn human ethics by feeding them data
regarding human actions.[68] Such a method is useful when the rules cannot be articulated because the
computer can learn and identify the ethical elements on its own without precisely programming whether an
action is ethical.[69] However, there are limitations to this approach. For example, many human actions are
done out of self-preservation instincts, which is realistic but not ethical; feeding such data to the computer
cannot guarantee that the computer captures the ideal behavior.[70] Furthermore, the data fed to an artificial
intelligence must be carefully selected to avoid producing undesired outcomes.[70]

Another notable method is a three-phase approach proposed by Noah J. Goodall. This approach first
necessitates a system established with the agreement of car manufacturers, transportation engineers, lawyers,
and ethicists, and should be set transparently.[70] The second phase is letting artificial intelligence learn human
ethics while being bound by the system established in phase one.[70] Lastly, the system should provide
constant feedback that is understandable by humans.[70]
Future
Intelligent Transport Systems (ITS) highly resemble ADAS, but experts believe that ITS goes beyond
automatic traffic to include any enterprise that safely transports humans.[70] ITS is where the transportation
technology is integrated with a city’s infrastructure.[71] This would then lead to a “smart city”.[71] These
systems promote active safety by increasing the efficiency of roads, possibly by adding 22.5% capacity on
average, not the actual count.[71] ADAS have aided in this increase in active safety, according to a study in
2008. ITS systems use a wide system of communication technology, including wireless technology and
traditional technology, to enhance productivity.[70]

See also
EuroFOT
Intelligent Transportation System
Traffic psychology

References
1. Epstein, Zach (2016-07-21). "Tesla Autopilot Crash Avoidance Model S Autopilot saves man's
life" (http://bgr.com/2016/07/21/tesla-autopilot-crash-avoidance-report/). BGR. Retrieved
2016-08-26.
2. Brookhuis, Karel A. de Waard, Dick Janssen, Wiel H. (2001-06-01). Behavioural impacts of
Advanced Driver Assistance Systems–an overview. TU Delft Open. OCLC 1109841879 (http
s://www.worldcat.org/oclc/1109841879).
3. Abdul Hamid, Umar Zakir; Ahmad Zakuan, Fakhrul Razi; Zulkepli, Khairul; Azmi, Muhammad
Zulfaqar; Zamzuri, Hairi; Abdul Rahman, Mohd Azizi; Zakaria, Muhammad (2017-12-01).
"Autonomous emergency braking system with potential field risk assessment for frontal
collision mitigation" (https://www.researchgate.net/publication/323715308). 2017 IEEE
Conference on Systems, Process and Control (ICSPC). pp. 71–76.
doi:10.1109/SPC.2017.8313024 (https://doi.org/10.1109%2FSPC.2017.8313024). ISBN 978-1-
5386-0386-4. S2CID 3882240 (https://api.semanticscholar.org/CorpusID:3882240).
4. Galvani, Marco (2019-02-04). "History and future of driver assistance". IEEE Instrumentation
Measurement Magazine. 22 (1): 11–16. doi:10.1109/MIM.2019.8633345 (https://doi.org/10.110
9%2FMIM.2019.8633345). ISSN 1941-0123 (https://www.worldcat.org/issn/1941-0123).
S2CID 59600916 (https://api.semanticscholar.org/CorpusID:59600916).
5. Arena, Fabio; Pau, Giovanni (24 January 2019). "An Overview of Vehicular Communications"
(https://doi.org/10.3390%2Ffi11020027). Future Internet. 11 (2): 27. doi:10.3390/fi11020027 (htt
ps://doi.org/10.3390%2Ffi11020027).
6. Shaout, Adnan; Colella, Dominic; Awad, S. (28 December 2011). "Advanced Driver Assistance
Systems - Past, present and future". 2011 Seventh International Computer Engineering
Conference (ICENCO'2011): 72–82. doi:10.1109/ICENCO.2011.6153935 (https://doi.org/10.11
09%2FICENCO.2011.6153935). ISBN 978-1-4673-0731-4. S2CID 1622940 (https://api.semant
icscholar.org/CorpusID:1622940).
7. "ADAS" (https://www.mobileye.com/our-technology/adas/). Mobileye. Retrieved 2020-08-01.
8. "Continental Builds New Plant for Advanced Driver Assistance Systems in the USA" (https://w
ww.continental.com/en/press/press-releases/advanced-driver-assistance-systems-213116).
Continental AG. 2020-02-06. Retrieved 2020-10-10.
9. "Advanced Driver Assistance Systems (ADAS) Market Size, Share & Industry Analysis" (https://
www.fortunebusinessinsights.com/industry-reports/adas-market-101897). Fortune Business
Insights. 2020-04-01. Retrieved 2020-10-10.
10. Mays, Kelsey (2020-04-04). "Which Cars Have Self-Driving Features for 2020?" (https://www.c
ars.com/articles/which-cars-have-self-driving-features-for-2020-418934/). Cars.com. Retrieved
2020-10-10.
11. "Cars With Advanced Safety Systems - Detailed list of cars with features that help drivers avoid
or mitigate collisions" (https://www.consumerreports.org/car-safety/cars-with-advanced-safety-s
ystems/). Consumer Reports. 2020-05-08. Retrieved 2020-10-10.
12. MarkVollrath; Schleicher, Susanne; Gelau, Christhard (19 December 2010). "The influence of
Cruise Control and Adaptive Cruise Control on driving behaviour – A driving simulator study".
Accident Analysis & Prevention. 43 (3): 1134–1139. doi:10.1016/j.aap.2010.12.023 (https://doi.
org/10.1016%2Fj.aap.2010.12.023). ISSN 0001-4575 (https://www.worldcat.org/issn/0001-457
5). PMID 21376911 (https://pubmed.ncbi.nlm.nih.gov/21376911).
13. Reports, Consumer. "Guide to Adaptive Cruise Control" (https://www.consumerreports.org/car-s
afety/adaptive-cruise-control-guide/). Consumer Reports. Retrieved 2020-07-31.
14. "Cadillac XTS Safety Seat Alerts Drivers to Dangers" (https://media.gm.com/media/us/en/gm/n
ews.detail.html/content/Pages/news/us/en/2012/Mar/0327_cadillac_safety.html). 2012-03-27.
15. "Performance of Antilock Brakes with Simplified Control Technique (830484 Technical Paper) -
SAE MOBILUS" (https://saemobilus.sae.org/content/830484/). saemobilus.sae.org. Retrieved
2020-07-31.
16. Eskandarian, Azim (2012), Eskandarian, Azim (ed.), "Introduction to Intelligent Vehicles",
Handbook of Intelligent Vehicles, London: Springer, pp. 1–13, doi:10.1007/978-0-85729-085-
4_1 (https://doi.org/10.1007%2F978-0-85729-085-4_1), ISBN 978-0-85729-085-4
17. Fan, Chao; He, Siyuan (2017-06-01). "Micromirror based virtual image automotive head-up
display". Microsystem Technologies. 23 (6): 1671–1676. doi:10.1007/s00542-016-2955-7 (http
s://doi.org/10.1007%2Fs00542-016-2955-7). ISSN 1432-1858 (https://www.worldcat.org/issn/1
432-1858). S2CID 113241711 (https://api.semanticscholar.org/CorpusID:113241711).
18. Martinelli, Nancy S.; Seoane, Richard (1999-03-19). "Automotive night vision system".
Thermosense XXI. International Society for Optics and Photonics. 3700: 343–346.
Bibcode:1999SPIE.3700..343M (https://ui.adsabs.harvard.edu/abs/1999SPIE.3700..343M).
doi:10.1117/12.342304 (https://doi.org/10.1117%2F12.342304). S2CID 110749370 (https://api.
semanticscholar.org/CorpusID:110749370).
19. "How Rearview Cameras Work" (https://auto.howstuffworks.com/rearview-camera.htm).
HowStuffWorks. 2008-06-23. Retrieved 2020-07-31.
20. "The Danger of Blind Zones | Vehicle Blind Spots - Consumer Reports" (https://www.consumerr
eports.org/cro/2012/03/the-danger-of-blind-zones/index.htm). www.consumerreports.org.
Retrieved 2020-07-31.
21. https://www.aa.co.nz/cars/motoring-blog/adas-explained-technology-to-improve-vehicle-safety/
22. "How Pre-Collision Systems Work" (https://auto.howstuffworks.com/car-driving-safety/safety-re
gulatory-devices/pre-collision-systems.htm). HowStuffWorks. 2009-04-22. Retrieved
2020-07-31.
23. Hilf, Klaus-Dieter; Matheis, Ingo; Mauss, Jakob; Rauh, Jochen (2010-07-01). "Automated
simulation of scenarios to guide the development of a crosswind stabilization function" (http://w
ww.sciencedirect.com/science/article/pii/S1474667015369238). IFAC Proceedings Volumes.
6th IFAC Symposium on Advances in Automotive Control. 43 (7): 768–772.
doi:10.3182/20100712-3-DE-2013.00195 (https://doi.org/10.3182%2F20100712-3-DE-2013.00
195). ISSN 1474-6670 (https://www.worldcat.org/issn/1474-6670).
24. "How Cruise Control Systems Work" (https://auto.howstuffworks.com/cruise-control.htm).
HowStuffWorks. 2001-01-15. Retrieved 2020-07-31.
25. Sahayadhas, Arun; Sundaraj, Kenneth; Murugappan, Murugappan (7 December 2012).
"Detecting Driver Drowsiness Based on Sensors: A Review" (https://www.ncbi.nlm.nih.gov/pm
c/articles/PMC3571819). Sensors. 12 (12): 16937–16953. Bibcode:2012Senso..1216937S (htt
ps://ui.adsabs.harvard.edu/abs/2012Senso..1216937S). doi:10.3390/s121216937 (https://doi.or
g/10.3390%2Fs121216937). PMC 3571819 (https://www.ncbi.nlm.nih.gov/pmc/articles/PMC35
71819). PMID 23223151 (https://pubmed.ncbi.nlm.nih.gov/23223151).
26. Jabbar, Rateb; Al-Khalifa, Khalifa; Kharbeche, Mohamed; Alhajyaseen, Wael; Jafari, Mohsen;
Jiang, Shan (2018). "Real-time Driver Drowsiness Detection for Android Application Using
Deep Neural Networks Techniques" (https://doi.org/10.1016%2Fj.procs.2018.04.060). Procedia
Computer Science. 130: 400–407. arXiv:1811.01627 (https://arxiv.org/abs/1811.01627).
doi:10.1016/j.procs.2018.04.060 (https://doi.org/10.1016%2Fj.procs.2018.04.060). ISSN 1877-
0509 (https://www.worldcat.org/issn/1877-0509).
27. "NEW CAR NET, the UK new car guide :: Lexus news - LS460 achieves a world-first in
preventative safety :: Links, Newsletter, She Drives, Galleries, Motor Show, Road Tests, User
Reviews, Daily News, Car Videos, Features, NEWS / REVIEWS, First Impressions,
Motormouth, Blog" (https://web.archive.org/web/20070927004541/http://www.newcarnet.co.uk/
Lexus_news.html?id=5787). 2007-09-27. Archived from the original (http://www.newcarnet.co.u
k/Lexus_news.html?id=5787) on 2007-09-27. Retrieved 2020-07-31.
28. "Electric Vehicle Warning Sound System | Analog Devices" (https://www.analog.com/en/analog
-dialogue/articles/electric-vehicle-warning-sound-system.html#). www.analog.com. Retrieved
2020-07-31.
29. "U.S. finalizes long-delayed 'quiet cars' rule, extending deadline" (https://www.reuters.com/artic
le/us-autos-regulations-sounds-idUSKCN1GA2GV). Reuters. 2018-02-26. Retrieved
2020-07-31.
30. "How Electronic Stability Control Works" (https://auto.howstuffworks.com/car-driving-safety/safe
ty-regulatory-devices/electronic-stability-control.htm). HowStuffWorks. 2009-10-05. Retrieved
2020-07-31.
31. "The new Volkswagen Arteon Innovative driver assistance systems in detail – part 1:
Emergency Assist – automatic help in emergencies" (https://www.volkswagen-newsroom.com:
443/en/press-releases/the-new-volkswagen-arteon-innovative-driver-assistance-systems-in-det
ail-part-1-emergency-assist-automatic-help-in-emergencies-1064). Volkswagen Newsroom.
Retrieved 2020-07-31.
32. "Forward Collision Warning Systems" (https://www.safercar.gov/Vehicle+Shoppers/Safety+Tec
hnology/fcw/#:~:text=A%20forward%20collision%20warning%20(FCW,driver%20of%20an%20
impending%20crash.). www.safercar.gov. Retrieved 2020-07-31.
33. "Intersection Assistant" (https://www.volkswagen-newsroom.com:443/en/intersection-assistant-
3940). Volkswagen Newsroom. Retrieved 2020-07-31.
34. Kobbert, J; Kosmas, K; Khanh, TQ (2018-11-14). "Glare-free high beam optimization based on
country road traffic simulation" (https://doi.org/10.1177%2F1477153518810997). Lighting
Research & Technology. 51 (6): 922–936. doi:10.1177/1477153518810997 (https://doi.org/10.1
177%2F1477153518810997). ISSN 1477-1535 (https://www.worldcat.org/issn/1477-1535).
S2CID 116176211 (https://api.semanticscholar.org/CorpusID:116176211).
35. Facebook; Twitter; LinkedIn. "How Do Hill Descent Control Systems Work?" (https://www.lifewir
e.com/hill-descent-control-systems-534812). Lifewire. Retrieved 2020-07-31.
36. "How Hill-Start Control Works" (https://auto.howstuffworks.com/car-driving-safety/safety-regulat
ory-devices/hill-start-control.htm). HowStuffWorks. 2009-10-05. Retrieved 2020-07-31.
37. Anonymous (2016-10-17). "Intelligent Speed Adaptation (ISA)" (https://ec.europa.eu/transport/r
oad_safety/specialist/knowledge/speed/new_technologies_new_opportunities/intelligent_spee
d_adaptation_isa_en). Mobility and transport - European Commission. Retrieved 2020-07-31.
38. [1] (https://patents.google.com/patent/US9180908B2/en), "Lane keeping system and lane
centering system", issued 2011-11-17
39. Wardlaw, Christian (2019-07-08). "Tech'splaining: What is Lane Centering Assist, How Does It
Work?" (https://ride.tech/self-driving/techsplaining-what-is-lane-centering-assist-how-does-it-w
ork/). Ride by Kelley Blue Book. Retrieved 2020-07-31.
40. "Lane Departure Warning" (https://www.safercar.gov/Vehicle+Shoppers/Safety+Technology/ld
w/#:~:text=A%20lane%20departure%20warning%20(LDW,the%20driver%20from%20operatin
g%20it.). www.safercar.gov. Retrieved 2020-07-31.
41. Habenicht, Stefan; Winner, Hermann; Bone, Sven; Sasse, Fabian; Korzenietz, Peter (5 July
2011). "A maneuver-based lane change assistance system". 2011 IEEE Intelligent Vehicles
Symposium (IV): 375–380. doi:10.1109/IVS.2011.5940417 (https://doi.org/10.1109%2FIVS.201
1.5940417). ISBN 978-1-4577-0890-9. S2CID 9690965 (https://api.semanticscholar.org/Corpus
ID:9690965).
42. "Lane Change Assistance – Level Five Supplies" (https://levelfivesupplies.com/glossary/lane-c
hange-assistance/). Retrieved 2020-07-31.
43. http://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/2018/R079r4e.pdf
44. "Parking Sensors: MyCarDoesWhat.org" (https://mycardoeswhat.org/safety-features/parking-se
nsors/). My Car Does What. Retrieved 2020-07-31.
45. Fredriksson, Rikard; Håland, Yngve; Yang, Jikuang (2001-06-04). "Evaluation of a New
Pedestrian Head Injury Protection System with a Sensor in the Bumper and Lifting of the
Bonnet's Rear Part" (https://www.sae.org/publications/technical-papers/content/2001-06-
0089/). Warrendale, PA.
46. "Rain Sensing Windshield & Wipers | Car Rain Sensors | Safelite" (https://www.safelite.com/wi
ndshield-auto-glass-technology/rain-sensors). www.safelite.com. Retrieved 2020-07-31.
47. "The World's first 360 Degree Wrap-around View System for automotive applications" (https://w
ww.fujitsu.com/downloads/CN/fss/services/automotive/dashboard/G08-Emerald-MB86R11_36
0_Wrap-around_view_system_Factsheet-1010.pdf) (PDF). Fijitsu.
48. Reina, Giulio; Gentile, Angelo; Messina, Arcangelo (2015-04-03). "Tyre pressure monitoring
using a dynamical model-based estimator". Vehicle System Dynamics. 53 (4): 568–586.
Bibcode:2015VSD....53..568R (https://ui.adsabs.harvard.edu/abs/2015VSD....53..568R).
doi:10.1080/00423114.2015.1008017 (https://doi.org/10.1080%2F00423114.2015.1008017).
ISSN 0042-3114 (https://www.worldcat.org/issn/0042-3114). S2CID 53472315 (https://api.sema
nticscholar.org/CorpusID:53472315).
49. "Traction Control Explained" (https://auto.howstuffworks.com/28000-traction-control-explained.
htm). HowStuffWorks. 2005-09-07. Retrieved 2020-07-31.
50. "Clemson Vehicular Electronics Laboratory: Traffic Sign Recognition Systems" (https://cecas.cl
emson.edu/cvel/auto/systems/sign-recognition.html). cecas.clemson.edu. Retrieved
2020-07-31.
51. Arena, Fabio; Pau, Giovanni (2019-01-24). "An Overview of Vehicular Communications" (http
s://doi.org/10.3390%2Ffi11020027). Future Internet. 11 (2): 27. doi:10.3390/fi11020027 (https://
doi.org/10.3390%2Ffi11020027). ISSN 1999-5903 (https://www.worldcat.org/issn/1999-5903).
52. "U.S. DOT Proposes Rear View Visibility Rule to Protect Kids and the Elderly | National
Highway Traffic Safety Administration (NHTSA)" (https://www.nhtsa.gov/PR/NHTSA-17-10).
2010-12-03. Archived (https://web.archive.org/web/20140714120149/http://www.nhtsa.gov/PR/
NHTSA-17-10) from the original on 2014-07-14.
53. "Welcome to ROSA P |" (https://rosap.ntl.bts.gov/view/dot/29573). rosap.ntl.bts.gov. Retrieved
2020-07-31.
54. https://www.pacts.org.uk/2019/09/pacts-launches-new-report-what-does-my-car-do/
https://www.pacts.org.uk/wp-content/uploads/What-does-my-car-do-2.1_.pdf
55. https://www.autoexpress.co.uk/features/354927/advanced-driver-assistance-systems-how-
latest-car-safety-tech-tested
56. Huetter, John (2020-05-15). "SAE International endorses generic ADAS terminology
recommendations" (https://www.repairerdrivennews.com/2020/05/15/sae-international-endorse
s-generic-adas-terminology-recommendations/). Repairer Driven News. Retrieved 2020-10-10.
57. Voelk, Tom (2020-10-08). "New Safety Features in Cars (or Just New to You)" (https://www.nyti
mes.com/2020/10/08/business/new-car-safety-features.html). The New York Times. Retrieved
2020-10-10.
58. https://www.telecomtv.com/content/automotive/canalys-8-of-new-cars-in-europe-sold-with-level-
2-autonomy-driving-features-36247/
59. https://www.telecomtv.com/content/automotive/canalys-8-of-new-cars-in-europe-sold-with-level-
2-autonomy-driving-features-36247/
60. https://www.telecomtv.com/content/automotive/canalys-8-of-new-cars-in-europe-sold-with-level-
2-autonomy-driving-features-36247/
61. GmbH, finanzen net. "InfoComm Releases AV Industry Outlook and Trends Analysis for the
Americas | Markets Insider" (https://markets.businessinsider.com/news/stocks/infocomm-releas
es-av-industry-outlook-and-trends-analysis-for-the-americas-1002255094).
markets.businessinsider.com. Retrieved 2020-08-01.
62. "Insurance for Autonomous Vehicles & Self-Driving Cars" (https://foundershield.com/insurance-
for-autonomous-vehicles-self-driving-cars/). Founder Shield. 2019-07-23. Retrieved
2020-08-01.
63. "Cyber Liability Insurance" (https://foundershield.com/coverage/cyber-liability-insurance/).
Founder Shield. Retrieved 2020-08-01.
64. "Autonomous Vehicle Firms Dispute Insurance Study's Low Estimate of Crash Prevention" (htt
ps://www.claimsjournal.com/news/national/2020/06/09/297485.htm). Claims Journal. 2020-06-
09. Retrieved 2020-08-01.
65. "NHTSA Announces Final Rule Requiring Rear Visibility Technology | National Highway
Traffic Safety Administration" (https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/documents/tp-111
-v01-final_tag.pdf) (PDF). 2014-03-31.
66. Thomson, Judith Jarvis (1985). "The Trolley Problem". The Yale Law Journal. 94 (6): 1395–
1415. doi:10.2307/796133 (https://doi.org/10.2307%2F796133). ISSN 0044-0094 (https://www.
worldcat.org/issn/0044-0094). JSTOR 796133 (https://www.jstor.org/stable/796133).
67. Nyholm, Sven; Smids, Jilles (2016-11-01). "The Ethics of Accident-Algorithms for Self-Driving
Cars: an Applied Trolley Problem?" (https://doi.org/10.1007%2Fs10677-016-9745-2). Ethical
Theory and Moral Practice. 19 (5): 1275–1289. doi:10.1007/s10677-016-9745-2 (https://doi.org/
10.1007%2Fs10677-016-9745-2). ISSN 1572-8447 (https://www.worldcat.org/issn/1572-8447).
68. Russell, Stuart J. (Stuart Jonathan), author. (July 2019). Artificial intelligence : a modern
approach. ISBN 978-0-13-461099-3. OCLC 1124776132 (https://www.worldcat.org/oclc/11247
76132).
69. Goodall, Noah J. (1 January 2014). "Ethical Decision Making during Automated Vehicle
Crashes". Transportation Research Record: Journal of the Transportation Research Board.
2424 (1): 58–65. arXiv:2010.16309 (https://arxiv.org/abs/2010.16309). doi:10.3141/2424-07 (htt
ps://doi.org/10.3141%2F2424-07). ISSN 0361-1981 (https://www.worldcat.org/issn/0361-1981).
S2CID 110782698 (https://api.semanticscholar.org/CorpusID:110782698).
70. Tsugawa, Sadayuki (2006-01-01). "TRENDS AND ISSUES IN SAFE DRIVER ASSISTANCE
SYSTEMS: Driver Acceptance and Assistance for Elderly Drivers" (https://doi.org/10.1016%2F
S0386-1112%2814%2960165-5). IATSS Research. 30 (2): 6–18. doi:10.1016/S0386-
1112(14)60165-5 (https://doi.org/10.1016%2FS0386-1112%2814%2960165-5). ISSN 0386-
1112 (https://www.worldcat.org/issn/0386-1112).
71. Lewicki, Wojciech; Stankiewicz, Bogusław; Olejarz-Wahba, Aleksandra A. (2019-11-14), "The
Role of Intelligent Transport Systems in the Development of the Idea of Smart City", Advances
in Intelligent Systems and Computing, Cham: Springer International Publishing, pp. 26–36,
doi:10.1007/978-3-030-35543-2_3 (https://doi.org/10.1007%2F978-3-030-35543-2_3),
ISBN 978-3-030-35542-5
External links
Driver Assist Technologies (https://www.iihs.org/topics/advanced-driver-assistance) Insurance
Institute for Highway Safety (IIHS)

Retrieved from "https://en.wikipedia.org/w/index.php?title=Advanced_driver-assistance_systems&oldid=1030111220"

This page was last edited on 23 June 2021, at 23:29 (UTC).

Text is available under the Creative Commons Attribution-ShareAlike License; additional terms may apply. By using this
site, you agree to the Terms of Use and Privacy Policy. Wikipedia® is a registered trademark of the Wikimedia
Foundation, Inc., a non-profit organization.