Die Unfallforschung der Versicherer (UDV) führte 2008, 2010 und 2016 repräsentative Befragungen zum Verkehrsklima in Deutschland durch. Ziel dieser Studien ist es, die wahrgenommene Verkehrssicherheit und das Verkehrsverhalten der Bevölkerung zu erfassen. Aktuelle sicherheitsbezogene Themen werden abgebildet und langfristige Entwicklungen mitverfolgt. 2016 mit dem Schwerpunktthema Aggression. […]
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Moral Machine, a platform for gathering a human perspective on moral decisions made by maxchine intelligence, such as self-driving cars.
From self-driving cars on public roads to self-piloting reusable rockets landing on self-sailing ships, machine intelligence is supporting or entirely taking over ever more complex human activities at an ever increasing pace. The greater autonomy given machine intelligence in these roles can result in situations where they have to make autonomous choices involving human life and limb. This calls for not just a clearer understanding of how humans make such choices, but also a clearer understanding of how humans perceive machine intelligence making such choices.
Recent scientific studies on machine ethics have raised awareness about the topic in the media and public discourse. This website aims to take the discussion further, by providing a platform for 1) building a crowd-sourced picture of human opinion on how machines should make decisions when faced with moral dilemmas, and 2) crowd-sourcing assembly and discussion of potential scenarios of moral consequence.
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Jetzt hat auch Deutschland den ersten Unfall eines Tesla-Autos auf einer Autobahn zu vermelden. Der „Autopilot“ war laut Polizei dabei eingeschaltet gewesen. […]
Experten des Verkehrsministeriums kommen nach SPIEGEL-Informationen in einem Gutachten zu dem Schluss: Der Autopilot im Tesla ist eine erhebliche Verkehrsgefährdung. Trotzdem weigert sich Minister Dobrindt, den Sportwagen auf deutschen Straßen stillzulegen. Was steckt dahinter? Normalerweise hätte es der Unfall nicht einmal in die Lokalzeitung geschafft: Ein Sportwagen fährt auf einen Reisebus auf, der Fahrer verletzt sich nur leicht, die Insassen des Reisebusses kommen mit dem Schrecken davon. Am Mittwoch vergangener Woche hatte sich dieser Unfall auf der A24 zwischen Berlin und Hamburg ereignet. Doch die Nachricht machte nicht nur landesweit Schlagzeilen, sie versetzte sogar die Beamten des Bundesverkehrsministeriums in nervöse Hektik. […]
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Wenn schwere Lkw in Unfälle verwickelt sind, sind die Folgen oft verheerend. In den meisten Fällen ist menschliches Versagen zumindest mitursächlich. Um die Sicherheit zu erhöhen, standen in den vergangenen Jahrzehnten die Festigkeit der Lkw-Fahrerkabine, Sicherheitsgurt, Airbag oder Seitenaufprallschutz bei einem Unfall mit Zweiradfahrern oder Fußgängern im Vordergrund. Von der passiven Sicherheitstechnik ist künftig aber kaum noch eine signifikante Senkung der Zahl der Todesfälle zu erwarten. Deshalb setzen Hersteller und Zulieferer auf aktive Sicherheitstechnik – eine Art virtuelle Knautschzone um den Lkw herum. Manches ist bereits im Einsatz, anderes in der Entwicklung. Das zeigen auch die Neuheiten der aktuellen IAA Nutzfahrzeuge bis 29. September in Hannover. Nach Einschätzung des Zulieferers Bosch können 90 Prozent aller Lkw-Unfälle mit Assistenzsystemen vermieden werden. Auf 5.900 Crashs bezogen, die schwere Nutzfahrzeuge in Deutschland in einem Jahr verursacht haben, bedeutet das: 3.300 von ihnen hätten laut Bosch-Unfallforschung durch bereits etablierte Systeme wie ESP oder Notbremsassistenten, 2.100 durch künftige Funktionen wie Rangier- oder Abbiegeassistenten verhindert werden können. Nicht ohne Grund schreibt die EU seit November 2015 Notbremsassistenten für alle neu zugelassenen Lkw vor. Auffahrunfälle von Lastern sind nicht nur das Schreckensszenario jedes Autofahrers, sondern mit einem Anteil von rund einem Drittel auch ein Schwerpunkt des Lkw-Unfallgeschehens. Das Statistische Bundesamt weist Abstandsverstöße als größte Fehlerquelle für Lkw-Unfälle aus. […]
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Over the past decade a large number of Field Operational Tests (FOT) have been conducted to test Intelligent Transport Systems (ITS) in real traffic conditions with thousands of drivers. In order to ensure scientifically sound studies a FOT methodology was developed in the FESTA project. Currently we are on the brink of a new series of large scale FOTs, testing automated and autonomous vehicles. A common FOT methodology serves the following purposes: (1) to ensure that a systematic and scientific approach is taken by FOTs, (2) to enable the assessment of the impact of large-scale introduction of ITS on safety, mobility, efficiency and environment, (3) to be able to compare results of different FOTs, and (4) to build a community and facilitate knowledge exchange. FESTA focuses strongly on the drivers of vehicles, and the changes in their behaviour when driving a vehicle that is instrumented with new systems. In FESTA, it is recommended that driving with an ITS is compared with driving without it (the baseline). However, what will be the focus of the new FOTs? And what will be the main research questions these FOTs will address? And what is the baseline? Three types of focus can be distinguished; centred on the user, the vehicle or the context. In this paper we discuss the requirements for a methodology that addresses these three types of focus. We investigate how the current FOT methodology may be adapted or may need to be completely changed. Special attention is given to the type of data that is needed for baselines and for answering research and impact questions (c.f. Barnard et al., 2016). […]
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When Pittsburgh wakes up on Wednesday morning, some residents will have the choice of going about their day in an Uber that drives itself. The launch of Uber’s self-driving pilot program marks the public unveiling of the company’s secretive work in autonomous vehicles and the first time self-driving cars have been so freely available to the U.S. public. More than two years ago Uber – like most in the car business – identified autonomous driving technology as the springboard for the next stage of growth. […]
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Talking on a hands-free mobile while driving raises the risk of having a rear-end shunt, scientists warn. A new study has found that motorists‘ brains become overloaded during phone conversations, costing them milliseconds of reaction time when the car in front brakes sharply. And it makes no difference whether they are using legal hands-free kits or breaking the law by having the handset clamped to the side of the head. Researchers from the Universities of Central Florida and Beijing Jiaotong selected 42 men and women aged between 30 and 40 and with driving licences. They were put behind the wheel of a car on a driving simulator and asked to negotiate an urban dual carriageway behind a vehicle driving at 50 kph (31 mph), which then slows to 40 kph (25 mph) before stopping suddenly. Each participant had three sessions in the simulator so they could perform emergency stops while holding a mobile to their head, while talking hands-free and without distraction – though the running order was chosen at random. To mock up the effects of having a conversation, drivers had to respond to a series of maths questions played over a speaker. Of the 126 emergency stops, seven ended in rear-end shunts, all of them involving mobile use, four of them hands-free. There were a further 15 near-misses – twelve of them involving mobiles, seven of them hands-free. Drivers with no distractions were faster to react when there was a large gap between the vehicles and quicker to apply the brakes. Those on the phone were quicker to spot danger when the cars were closer together and braked harder, suggesting that those using mobiles were aware that what they were doing was dangerous and so over-compensated. […]
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German Aerospace Center (DLR)
Institute of Transportation Systems | HMI Group
Lilienthalplatz 7
38108 Braunschweig, Germany