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    <id>1108</id>
    <completedYear>2021</completedYear>
    <publishedYear>2021</publishedYear>
    <thesisYearAccepted/>
    <language>eng</language>
    <pageFirst/>
    <pageLast/>
    <pageNumber>28</pageNumber>
    <edition/>
    <issue>3</issue>
    <volume>7</volume>
    <articleNumber>63</articleNumber>
    <type>article</type>
    <publisherName>MDPI</publisherName>
    <publisherPlace>Basel</publisherPlace>
    <creatingCorporation/>
    <contributingCorporation/>
    <belongsToBibliography>1</belongsToBibliography>
    <completedDate>2022-01-05</completedDate>
    <publishedDate>--</publishedDate>
    <thesisDateAccepted>--</thesisDateAccepted>
    <title language="eng">Battery Crush Test Procedures in Standards and Regulation: Need for Augmentation and Harmonisation</title>
    <abstract language="eng">Battery safety is a prominent concern for the deployment of electric vehicles (EVs). The battery powering an EV contains highly energetic active materials and flammable organic electrolytes. Usually, an EV battery catches fire due to its thermal runaway, either immediately at the time of the accident or can take a while to gain enough heat to ignite the battery chemicals. There are numerous battery abuse testing standards and regulations available globally. Therefore, battery manufacturers are always in dilemma to choose the safest one. Henceforth, to find the optimal outcome of these two major issues, six standards (SAE J2464:2009, GB/T 31485-2015:2015, FreedomCAR:2006, ISO 12405-3:2014, IEC 62660-2:2010, and SAND2017-6295:2017) and two regulations (UN/ECE-R100.02:2013 and GTR 20:2018), that are followed by more than fifty countries in the world, are investigated in terms of their abuse battery testing conditions (crush test). This research proves that there is a need for (a) augmenting these standards and regulations as they do not consider real-life vehicle crash scenarios, and (b) one harmonised framework should be developed, which can be adopted worldwide. These outcomes will solve the battery manufacturers dilemma and will also increase the safety of EV consumers.</abstract>
    <parentTitle language="eng">Batteries</parentTitle>
    <identifier type="issn">2313-0105</identifier>
    <identifier type="urn">urn:nbn:de:bvb:573-11083</identifier>
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    <enrichment key="THI_relatedIdentifier">https://doi.org/10.3390/batteries7030063</enrichment>
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    <enrichment key="THI_articleversion">published</enrichment>
    <licence>Creative Commons BY 4.0</licence>
    <author>
      <first_name>Bhavya</first_name>
      <last_name>Kotak</last_name>
    </author>
    <author>
      <first_name>Yash</first_name>
      <last_name>Kotak</last_name>
    </author>
    <author>
      <first_name>Katja</first_name>
      <last_name>Brade</last_name>
    </author>
    <author>
      <first_name>Tibor</first_name>
      <last_name>Kubjatko</last_name>
    </author>
    <author>
      <first_name>Hans-Georg</first_name>
      <last_name>Schweiger</last_name>
    </author>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>lithium-ion battery</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>electric vehicle battery</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>battery standard</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>battery regulation</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>battery testing standard</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>battery testing regulation</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>abuse testing</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>harmonising battery standard</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>crush test procedure</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>battery incidents</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>battery standard and regulation augmentation</value>
    </subject>
    <collection role="open_access" number="">open_access</collection>
    <collection role="institutes" number="19311">Fakultät Elektro- und Informationstechnik</collection>
    <collection role="institutes" number="19319">CARISSMA Institute of Electric, Connected and Secure Mobility (C-ECOS)</collection>
    <collection role="persons" number="26111">Schweiger, Hans-Georg</collection>
    <thesisPublisher>Technische Hochschule Ingolstadt</thesisPublisher>
    <file>https://opus4.kobv.de/opus4-haw/files/1108/batteries-07-00063-v2.pdf</file>
  </doc>
  <doc>
    <id>926</id>
    <completedYear>2020</completedYear>
    <publishedYear>2020</publishedYear>
    <thesisYearAccepted/>
    <language>eng</language>
    <pageFirst>140</pageFirst>
    <pageLast>146</pageLast>
    <pageNumber/>
    <edition/>
    <issue>1</issue>
    <volume>10</volume>
    <articleNumber/>
    <type>article</type>
    <publisherName>De Gruyter</publisherName>
    <publisherPlace>Berlin</publisherPlace>
    <creatingCorporation/>
    <contributingCorporation/>
    <belongsToBibliography>1</belongsToBibliography>
    <completedDate>2020-03-08</completedDate>
    <publishedDate>--</publishedDate>
    <thesisDateAccepted>--</thesisDateAccepted>
    <title language="eng">New developments on EDR (Event Data Recorder) for automated vehicles</title>
    <abstract language="eng">With the upcoming new legislative rules in the EU on Event Data Recorder beginning 2022 the question is whether the discussed data base is sufficient for the needs of clarifying accidents involving automated vehicles. Based on the reconstruction of real accidents including vehicles with ADAS combined with specially designed crash tests a broader data base than US EDR regulation (NHTSA 49 CFR Part 563.7) is proposed. The working group AHEAD, to which the authors contribute, has already elaborated a data model that fits the needs of automated driving. The structure of this data model is shown. Moreover, the special benefits of storing internal video or photo feeds form the vehicle camera systems combined with object data is illustrated. When using a sophisticate 3D measurement method of the accident scene the videos or photos can also serve as a control instance for the stored vehicle data. The AHEAD Data Model enhanced with the storage of the video and photo feeds should be considered in the planned roadmap of the Informal Working Group (IWG) on EDR/ DSSAD (Data Storage System for Automated Driving) reporting to UNECE WP29. Also, a data access over the air using technology already applied in China for electric vehicles called Real Time Monitoring would allow a quantum leap in forensic accident reconstruction.</abstract>
    <parentTitle language="eng">Open Engineering</parentTitle>
    <identifier type="issn">2391-5439</identifier>
    <identifier type="urn">urn:nbn:de:bvb:573-9263</identifier>
    <enrichment key="opus.source">publish</enrichment>
    <enrichment key="THI_relatedIdentifier">https://doi.org/10.1515/eng-2020-0007</enrichment>
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    <author>
      <first_name>Klaus</first_name>
      <last_name>Böhm</last_name>
    </author>
    <author>
      <first_name>Tibor</first_name>
      <last_name>Kubjatko</last_name>
    </author>
    <author>
      <first_name>Daniel</first_name>
      <last_name>Paula</last_name>
    </author>
    <author>
      <first_name>Hans-Georg</first_name>
      <last_name>Schweiger</last_name>
    </author>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>Event Data Recorder (EDR)</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>automated vehicles</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>video and photo feeds</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>Real Time Monitoring (RTM)</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>AHEAD (Aggregated Homologation proposal for Event data recorder for Automated Driving)</value>
    </subject>
    <collection role="open_access" number="">open_access</collection>
    <collection role="institutes" number="19311">Fakultät Elektro- und Informationstechnik</collection>
    <collection role="persons" number="26111">Schweiger, Hans-Georg</collection>
    <collection role="institutes" number="19574">CARISSMA</collection>
    <thesisPublisher>Technische Hochschule Ingolstadt</thesisPublisher>
    <file>https://opus4.kobv.de/opus4-haw/files/926/10.1515_eng-2020-0007.pdf</file>
  </doc>
  <doc>
    <id>4217</id>
    <completedYear/>
    <publishedYear>2023</publishedYear>
    <thesisYearAccepted/>
    <language>eng</language>
    <pageFirst/>
    <pageLast/>
    <pageNumber>25</pageNumber>
    <edition/>
    <issue/>
    <volume/>
    <articleNumber/>
    <type>preprint</type>
    <publisherName>Preprints</publisherName>
    <publisherPlace>Basel</publisherPlace>
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    <contributingCorporation/>
    <belongsToBibliography>0</belongsToBibliography>
    <completedDate>--</completedDate>
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    <title language="eng">Impact of Partially Automated Driving Functions on Forensic Accident Reconstruction: A Simulator Study on Driver Reaction Behavior in the Event of a Malfunctioning System Behavior</title>
    <abstract language="deu">Partially automated driving functions (SAE Level 2) can control a vehicle's longitudinal and lateral movements. However, taking over the driving task involves automation risks that the driver must manage. In severe accidents, the driver's ability to avoid a collision must be assessed, considering their expected reaction behavior. The primary goal of this study is to generate essential data on driver reaction behavior in case of malfunctions in partially automated driving functions for use in legal affairs. A simulator study with two scenarios involving 32 subjects was conducted for this purpose. The first scenario investigated driver reactions to system limitations during cornering. The second scenario examined driver responses to phantom braking caused by the AEBS. As a result, the first scenario shows that none of the subjects could control the situation safely. Due to partial automation, we could also identify a new part of the reaction time, the hands-on time, which leads to increased steering reaction times of 1.18 to 1.74 seconds. In the second scenario, we found that 25 of the 32 subjects could not override the phantom braking by pressing the accelerator pedal, although 16 subjects were informed about the system analog to the actual vehicle manuals. Overall, the study suggests that the current legal perspective on vehicle control and the expected driver reaction behavior for accident avoidance should be reconsidered.</abstract>
    <identifier type="urn">urn:nbn:de:bvb:573-42173</identifier>
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    <licence>Creative Commons BY 4.0</licence>
    <author>
      <first_name>Daniel</first_name>
      <last_name>Paula</last_name>
    </author>
    <author>
      <first_name>Maximilian</first_name>
      <last_name>Bauder</last_name>
    </author>
    <author>
      <first_name>Claus</first_name>
      <last_name>Pfeilschifter</last_name>
    </author>
    <author>
      <first_name>Franziska</first_name>
      <last_name>Petermeier</last_name>
    </author>
    <author>
      <first_name>Tibor</first_name>
      <last_name>Kubjatko</last_name>
    </author>
    <author>
      <first_name>Klaus</first_name>
      <last_name>Böhm</last_name>
    </author>
    <author>
      <first_name>Andreas</first_name>
      <last_name>Riener</last_name>
    </author>
    <author>
      <first_name>Hans-Georg</first_name>
      <last_name>Schweiger</last_name>
    </author>
    <collection role="open_access" number="">open_access</collection>
    <collection role="institutes" number="19309">Fakultät Informatik</collection>
    <collection role="institutes" number="19311">Fakultät Elektro- und Informationstechnik</collection>
    <collection role="institutes" number="19317">CARISSMA Institute of Automated Driving  (C-IAD)</collection>
    <collection role="institutes" number="19319">CARISSMA Institute of Electric, Connected and Secure Mobility (C-ECOS)</collection>
    <collection role="persons" number="26627">Riener, Andreas</collection>
    <collection role="persons" number="26111">Schweiger, Hans-Georg</collection>
    <collection role="institutes" number="19588">Human-Computer Interaction Group (HCIG)</collection>
    <thesisPublisher>Technische Hochschule Ingolstadt</thesisPublisher>
    <file>https://opus4.kobv.de/opus4-haw/files/4217/preprints202311.0947.v1.pdf</file>
  </doc>
  <doc>
    <id>3854</id>
    <completedYear/>
    <publishedYear>2023</publishedYear>
    <thesisYearAccepted/>
    <language>eng</language>
    <pageFirst>69708</pageFirst>
    <pageLast>69719</pageLast>
    <pageNumber/>
    <edition/>
    <issue/>
    <volume>11</volume>
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    <type>article</type>
    <publisherName>IEEE</publisherName>
    <publisherPlace>New York</publisherPlace>
    <creatingCorporation/>
    <contributingCorporation/>
    <belongsToBibliography>1</belongsToBibliography>
    <completedDate>--</completedDate>
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    <title language="eng">Cooperative Awareness Messages’ Generation Frequencies, Trigger Distributions, and Pseudonym Changes of First Commercially Deployed Vehicles in Real Operating Scenarios</title>
    <abstract language="eng">Cooperative Intelligent Transport Systems have been deployed in mass-produced vehicles in Europe (Golf 8, ID.3, etc.) since 2019, promising major improvements in vehicle safety, efficiency, and comfort. Equipped with Vehicle-to-X communication, the vehicles directly send information about their driving status to the environment. The data are already used for many Vehicle-to-X communication use-cases specified by the Car-2-Car Communication Consortium to achieve the above-mentioned improvements. This study focuses on using Vehicle-2-X communication and its messages for accident analysis. For this purpose, we investigated the advantage in temporal resolution of the continuously sent Cooperative Awareness Message compared to the Event-Data-Recorder for accident reconstruction in the pre-crash. A high resolution of the temporal accident scene is essential for the doubtless clarification of accidents. Therefore, we analyzed the generation frequencies and the trigger conditions of the Cooperative Awareness Message of vehicles available on the European market while driving in real traffic and during different parking maneuvers. Also, the pseudonym change was analyzed. We found that the average generation frequency of the Cooperative Awareness Message is higher than the 2.00 Hz recording frequency of the event data recorder for all scenarios investigated. Especially on rural roads and highways, the temporal resolution is advantageous. Since many serious accidents occur on rural roads, the use of Cooperative Awareness Messages could significantly benefit the reconstruction of the accident scene. Thus, we recommend increasing efforts to use the Cooperative Awareness Message as digital data for accident analysis and encourage more scientists to deal with this topic.</abstract>
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    <author>
      <first_name>Maximilian</first_name>
      <last_name>Bauder</last_name>
    </author>
    <author>
      <first_name>Tibor</first_name>
      <last_name>Kubjatko</last_name>
    </author>
    <author>
      <first_name>Hans-Georg</first_name>
      <last_name>Schweiger</last_name>
    </author>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>Accident analysis</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>accident reconstruction</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>cooperative awareness message</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>cooperative intelligent transport systems</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>fundamental data</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>real operating investigation</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>vehicle-2-X communication</value>
    </subject>
    <collection role="open_access" number="">open_access</collection>
    <collection role="institutes" number="19311">Fakultät Elektro- und Informationstechnik</collection>
    <collection role="institutes" number="19319">CARISSMA Institute of Electric, Connected and Secure Mobility (C-ECOS)</collection>
    <collection role="persons" number="26111">Schweiger, Hans-Georg</collection>
    <thesisPublisher>Technische Hochschule Ingolstadt</thesisPublisher>
    <file>https://opus4.kobv.de/opus4-haw/files/3854/Cooperative_Awareness_Messages.pdf</file>
  </doc>
  <doc>
    <id>1504</id>
    <completedYear/>
    <publishedYear>2021</publishedYear>
    <thesisYearAccepted/>
    <language>eng</language>
    <pageFirst/>
    <pageLast/>
    <pageNumber>16</pageNumber>
    <edition/>
    <issue/>
    <volume/>
    <articleNumber/>
    <type>conferenceobject</type>
    <publisherName>EVU</publisherName>
    <publisherPlace>Berlin</publisherPlace>
    <creatingCorporation/>
    <contributingCorporation/>
    <belongsToBibliography>1</belongsToBibliography>
    <completedDate>2022-02-25</completedDate>
    <publishedDate>--</publishedDate>
    <thesisDateAccepted>--</thesisDateAccepted>
    <title language="eng">Challenges in forensic reconstruction of traffic accidents involving Advanced Driver Assistance Systems (ADAS)</title>
    <parentTitle language="eng">Proceedings of the 29th Annual Congress of the EVU</parentTitle>
    <enrichment key="THI_review">peer-review</enrichment>
    <enrichment key="THI_openaccess">nein</enrichment>
    <enrichment key="opus.source">publish</enrichment>
    <enrichment key="THI_conferenceName">29th Annual Congress of the EVU, online, 06.-07.10.2021</enrichment>
    <author>
      <first_name>Daniel</first_name>
      <last_name>Paula</last_name>
    </author>
    <author>
      <first_name>Klaus</first_name>
      <last_name>Böhm</last_name>
    </author>
    <author>
      <first_name>Tibor</first_name>
      <last_name>Kubjatko</last_name>
    </author>
    <author>
      <first_name>Hans-Georg</first_name>
      <last_name>Schweiger</last_name>
    </author>
    <collection role="institutes" number="19311">Fakultät Elektro- und Informationstechnik</collection>
    <collection role="institutes" number="19319">CARISSMA Institute of Electric, Connected and Secure Mobility (C-ECOS)</collection>
    <collection role="persons" number="26111">Schweiger, Hans-Georg</collection>
  </doc>
  <doc>
    <id>2347</id>
    <completedYear/>
    <publishedYear>2022</publishedYear>
    <thesisYearAccepted/>
    <language>eng</language>
    <pageFirst/>
    <pageLast/>
    <pageNumber>16</pageNumber>
    <edition/>
    <issue>9</issue>
    <volume>22</volume>
    <articleNumber>3562</articleNumber>
    <type>article</type>
    <publisherName>MDPI</publisherName>
    <publisherPlace>Basel</publisherPlace>
    <creatingCorporation/>
    <contributingCorporation/>
    <belongsToBibliography>1</belongsToBibliography>
    <completedDate>2022-05-09</completedDate>
    <publishedDate>--</publishedDate>
    <thesisDateAccepted>--</thesisDateAccepted>
    <title language="eng">C-ITS relevant critical vehicle-to-vehicle accident scenarios for accident analysis</title>
    <abstract language="eng">The relevance of scientific investigations, whether simulative or empirical, is strongly related to the environment used and the scenarios associated with it. Within the field of cooperative intelligent transport systems, use-cases are defined to describe the benefits of applications. This has already been conducted in the available safety-relevant Day 1 applications longitudinal and intersection collision risk warning through the respective technical specifications. However, the relevance of traffic scenarios is always a function of accident severity and frequency of a retrospective consideration of accident databases. In this study, vehicle-to-vehicle scenarios with high frequency and/or severe personal injuries are therefore determined with the help of the CISS database and linked to the use-cases of the safety-relevant Day 1 applications. The relevance of the scenarios thus results on the one hand from the classical parameters of retrospective accident analysis and on the other hand from the coverage by the named vehicle-to-x applications. As a result, accident scenarios with oncoming vehicles are the most relevant scenarios for investigations with cooperative intelligent transport systems. In addition, high coverage of the most critical scenarios within the use-cases of longitudinal and intersection collision risk warning is already apparent.</abstract>
    <parentTitle language="eng">Sensors</parentTitle>
    <identifier type="issn">1424-8220</identifier>
    <identifier type="urn">urn:nbn:de:bvb:573-23473</identifier>
    <note>This article belongs to the Special Issue "Sensors and Systems for Automotive and Road Safety"</note>
    <enrichment key="THI_relatedIdentifier">https://doi.org/10.3390/s22093562</enrichment>
    <enrichment key="THI_articleversion">published</enrichment>
    <enrichment key="THI_review">peer-review</enrichment>
    <enrichment key="THI_openaccess">ja</enrichment>
    <enrichment key="opus.source">publish</enrichment>
    <licence>Creative Commons BY 4.0</licence>
    <author>
      <first_name>Maximilian</first_name>
      <last_name>Bauder</last_name>
    </author>
    <author>
      <first_name>Klaus</first_name>
      <last_name>Böhm</last_name>
    </author>
    <author>
      <first_name>Tibor</first_name>
      <last_name>Kubjatko</last_name>
    </author>
    <author>
      <first_name>Lothar</first_name>
      <last_name>Wech</last_name>
    </author>
    <author>
      <first_name>Hans-Georg</first_name>
      <last_name>Schweiger</last_name>
    </author>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>cooperative intelligent transportation systems</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>C-ITS</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>V2X</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>accident scenarios</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>accident analysis</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>accident database</value>
    </subject>
    <collection role="institutes" number="15985">Fakultät Maschinenbau</collection>
    <collection role="open_access" number="">open_access</collection>
    <collection role="institutes" number="19311">Fakultät Elektro- und Informationstechnik</collection>
    <collection role="institutes" number="19318">CARISSMA Institute of Safety in Future Mobility (C-ISAFE)</collection>
    <collection role="institutes" number="19319">CARISSMA Institute of Electric, Connected and Secure Mobility (C-ECOS)</collection>
    <collection role="persons" number="26111">Schweiger, Hans-Georg</collection>
    <collection role="persons" number="25383">Wech, Lothar</collection>
    <thesisPublisher>Technische Hochschule Ingolstadt</thesisPublisher>
    <file>https://opus4.kobv.de/opus4-haw/files/2347/sensors-22-03562.pdf</file>
  </doc>
  <doc>
    <id>2995</id>
    <completedYear/>
    <publishedYear>2022</publishedYear>
    <thesisYearAccepted/>
    <language>eng</language>
    <pageFirst/>
    <pageLast/>
    <pageNumber>12</pageNumber>
    <edition/>
    <issue>24</issue>
    <volume>22</volume>
    <articleNumber>9832</articleNumber>
    <type>article</type>
    <publisherName>MDPI</publisherName>
    <publisherPlace>Basel</publisherPlace>
    <creatingCorporation/>
    <contributingCorporation/>
    <belongsToBibliography>1</belongsToBibliography>
    <completedDate>2022-12-15</completedDate>
    <publishedDate>--</publishedDate>
    <thesisDateAccepted>--</thesisDateAccepted>
    <title language="eng">Does Vehicle-2-X Radio Transmission Technology Need to Be Considered within Accident Analysis in the Future?</title>
    <abstract language="eng">In this analysis, Cooperative Intelligent Transportation System relevant scenarios are created to investigate the need to differentiate Vehicle-to-X transmission technologies on behalf of accident analysis. For each scenario, the distances between the vehicles are calculated 5 s before the crash. Studies on the difference between Dedicated Short-Range Communication (IEEE 802.11p) and Cellular Vehicle-to-X communication (LTE-V2C PC5 Mode 4) are then used to assess whether both technologies have a reliable connection over the relevant distance. If this is the case, the transmission technology is of secondary importance for future investigations on Vehicle-to-X communication in combination with accident analysis. The results show that studies on freeways and rural roads can be carried out independently of the transmission technology and other boundary conditions (speed, traffic density, non-line of sight/line of sight). The situation is different for studies in urban areas, where both technologies may not have a sufficiently reliable connection range depending on the traffic density.</abstract>
    <parentTitle language="eng">Sensors</parentTitle>
    <identifier type="issn">1424-8220</identifier>
    <identifier type="urn">urn:nbn:de:bvb:573-29954</identifier>
    <enrichment key="THI_relatedIdentifier">https://doi.org/10.3390/s22249832</enrichment>
    <enrichment key="THI_articleversion">published</enrichment>
    <enrichment key="THI_review">peer-review</enrichment>
    <enrichment key="THI_openaccess">ja</enrichment>
    <enrichment key="opus.source">publish</enrichment>
    <licence>Creative Commons BY 4.0</licence>
    <author>
      <first_name>Maximilian</first_name>
      <last_name>Bauder</last_name>
    </author>
    <author>
      <first_name>Tibor</first_name>
      <last_name>Kubjatko</last_name>
    </author>
    <author>
      <first_name>Thomas</first_name>
      <last_name>Helmer</last_name>
    </author>
    <author>
      <first_name>Hans-Georg</first_name>
      <last_name>Schweiger</last_name>
    </author>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>cooperative intelligent transportation systems</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>C-ITS</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>C-V2X</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>LTE-V2X</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>DSRC</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>IEEE 802.11p</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>accident scenarios</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>accident analysis</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>accident reconstruction</value>
    </subject>
    <collection role="open_access" number="">open_access</collection>
    <collection role="institutes" number="19311">Fakultät Elektro- und Informationstechnik</collection>
    <collection role="institutes" number="19319">CARISSMA Institute of Electric, Connected and Secure Mobility (C-ECOS)</collection>
    <collection role="persons" number="26111">Schweiger, Hans-Georg</collection>
    <collection role="persons" number="47563">Helmer, Thomas</collection>
    <thesisPublisher>Technische Hochschule Ingolstadt</thesisPublisher>
    <file>https://opus4.kobv.de/opus4-haw/files/2995/sensors-22-09832.pdf</file>
  </doc>
  <doc>
    <id>3201</id>
    <completedYear/>
    <publishedYear>2021</publishedYear>
    <thesisYearAccepted/>
    <language>eng</language>
    <pageFirst>108</pageFirst>
    <pageLast>112</pageLast>
    <pageNumber/>
    <edition/>
    <issue/>
    <volume/>
    <articleNumber/>
    <type>conferenceobject</type>
    <publisherName>Kaunas University of Technology</publisherName>
    <publisherPlace>Kaunas</publisherPlace>
    <creatingCorporation/>
    <contributingCorporation/>
    <belongsToBibliography>1</belongsToBibliography>
    <completedDate>--</completedDate>
    <publishedDate>--</publishedDate>
    <thesisDateAccepted>--</thesisDateAccepted>
    <title language="eng">Autonomous Emergency Braking (AEB) Experiments for Traffic Accident&#13;
Reconstruction</title>
    <parentTitle language="deu">Transport Means 2021: Proceedings of the 25th International Scientific Conference - Part I</parentTitle>
    <identifier type="issn">2351-7034</identifier>
    <identifier type="issn">1822-296X</identifier>
    <identifier type="url">https://transportmeans.ktu.edu/transport-means-2021/</identifier>
    <enrichment key="THI_review">peer-review</enrichment>
    <enrichment key="THI_openaccess">nein</enrichment>
    <enrichment key="THI_conferenceName">Transport Means 2021, online, 06.-08.10.2021</enrichment>
    <author>
      <first_name>Daniel</first_name>
      <last_name>Paula</last_name>
    </author>
    <author>
      <first_name>Klaus</first_name>
      <last_name>Böhm</last_name>
    </author>
    <author>
      <first_name>Tibor</first_name>
      <last_name>Kubjatko</last_name>
    </author>
    <author>
      <first_name>Hans-Georg</first_name>
      <last_name>Schweiger</last_name>
    </author>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>Autonomous Emergency Braking (AEB)</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>Instrument Cluster</value>
    </subject>
    <subject>
      <language>eng</language>
      <type>uncontrolled</type>
      <value>Event Data Recorder (EDR)</value>
    </subject>
    <collection role="institutes" number="19311">Fakultät Elektro- und Informationstechnik</collection>
    <collection role="institutes" number="19319">CARISSMA Institute of Electric, Connected and Secure Mobility (C-ECOS)</collection>
    <collection role="persons" number="26111">Schweiger, Hans-Georg</collection>
  </doc>
  <doc>
    <id>4806</id>
    <completedYear/>
    <publishedYear>2024</publishedYear>
    <thesisYearAccepted/>
    <language>eng</language>
    <pageFirst/>
    <pageLast/>
    <pageNumber/>
    <edition/>
    <issue>47</issue>
    <volume>2024</volume>
    <articleNumber>100744</articleNumber>
    <type>article</type>
    <publisherName>Elsevier</publisherName>
    <publisherPlace>Amsterdam</publisherPlace>
    <creatingCorporation/>
    <contributingCorporation/>
    <belongsToBibliography>1</belongsToBibliography>
    <completedDate>--</completedDate>
    <publishedDate>--</publishedDate>
    <thesisDateAccepted>--</thesisDateAccepted>
    <title language="eng">Data accuracy in Vehicle-to-X cooperative awareness messages: An experimental study for the first commercial deployment of C-ITS in Europe</title>
    <abstract language="eng">Cooperative Intelligent Transportation Systems have achieved a mature technology stage and are in an early phase of mass deployment in Europe. Relying on Vehicle-to-X communication, these systems were primarily developed to improve traffic safety, efficiency, and driving comfort. However, they also offer great opportunities for other use cases. One of them is forensic accident analysis, where the received data provide details about the status of other traffic participants, give insights into the accident scenario, and therefore help in understanding accident causes. A high accuracy of the sent information is essential: For safety use cases, such as traffic jam warning, a poor accuracy of the data may result in wrong driver information, undermine the usability of the system and even create new safety risks. For accident analysis, a low accuracy may prevent the correct reconstruction of an accident. This paper presents an experimental study of the first generation of Cooperative Intelligent Transportation Systems in Europe. The results indicate a high accuracy for most of the data fields in the Vehicle-to-X messages, namely speed, acceleration, heading and yaw rate information, which meet the accuracy requirements for safety use cases and accident analysis. In contrast, the position data, which are also carried in the messages, have larger errors. Specifically, we observed that the lateral position still has an acceptable accuracy. The error of the longitudinal position is larger and may compromise safety use cases with high accuracy requirements. Even with limited accuracy, the data provide a high value for the accident analysis. Since we also found that the accuracy of the data increases for newer vehicle models, we presume that Vehicle-to-X data have the potential for exact accident reconstruction.</abstract>
    <parentTitle language="eng">Vehicular Communications</parentTitle>
    <identifier type="issn">2214-2096</identifier>
    <identifier type="urn">urn:nbn:de:bvb:573-48060</identifier>
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    <title language="eng">Development of an Accident Reconstruction Method Using Cooperative Awareness Message Data</title>
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    <title language="eng">Impact of Partially Automated Driving Functions on Forensic Accident Reconstruction: A Simulator Study on Driver Reaction Behavior in the Event of a Malfunctioning System Behavior</title>
    <abstract language="eng">Partially automated driving functions (SAE Level 2) can control a vehicle’s longitudinal and lateral movements. However, taking over the driving task involves automation risks that the driver must manage. In severe accidents, the driver’s ability to avoid a collision must be assessed, considering their expected reaction behavior. The primary goal of this study is to generate essential data on driver reaction behavior in case of malfunctions in partially automated driving functions for use in legal affairs. A simulator study with two scenarios involving 32 subjects was conducted for this purpose. The first scenario investigated driver reactions to system limitations during cornering. The results show that none of the subjects could avoid leaving their lane and moving into the oncoming lane and, therefore, could not control the situation safely. Due to partial automation, we could also identify a new part of the reaction time, the hands-on time, which leads to increased steering reaction times of 1.18 to 1.74 s. The second scenario examined driver responses to phantom braking caused by AEBS. We found that 25 of the 32 subjects could not override the phantom braking by pressing the accelerator pedal, although 16 subjects were informed about the system analog to the actual vehicle manuals. Overall, the study suggests that the current legal perspective on vehicle control and the expected driver reaction behavior for accident avoidance should be reconsidered.</abstract>
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    <title language="eng">Post-Processing Kalman Filter Application for Improving Cooperative Awareness Messages’ Position Data Accuracy</title>
    <abstract language="eng">Cooperative intelligent transportation systems continuously send self-referenced data about their current status in the Cooperative Awareness Message (CAM). Each CAM contains the current position of the vehicle based on GPS accuracy, which can have inaccuracies in the meter range. However, a high accuracy of the position data is crucial for many applications, such as electronic toll collection or the reconstruction of traffic accidents. Kalman filters are already frequently used today to increase the accuracy of position data. The problem with applying the Kalman filter to the position data within the Cooperative Awareness Message is the low temporal resolution (max. 10 Hz) and the non-equidistant time steps between the messages. In addition, the filter can only be applied to the data retrospectively. To solve these problems, an Extended Kalman Filter and an Unscented Kalman Filter were designed and investigated in this work. The Kalman filters were implemented with two kinematic models. Subsequently, driving tests were conducted with two V2X vehicles to investigate and compare the influence on the accuracy of the position data. To address the problem of non-equidistant time steps, an iterative adjustment of the Process Noise Covariance Matrix Qand the introduction of additional interpolation points to equidistance the received messages were investigated. The results show that without one of these approaches, it is impossible to design a generally valid filter to improve the position accuracy of the CAM position data retrospectively. The introduction of interpolation points did not lead to a significant improvement in the results. With the Qmatrix adaptation, an Unscented Kalman Filter could be created that improves the longitudinal position accuracy of the two vehicles under investigation by up to 80% (0.54 m) and the lateral position accuracy by up to 72% (0.18 m). The work thus contributes to improving the positioning accuracy of CAM data for applications that receive only these data retrospectively.</abstract>
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