The development of a truck concept to allow improved direct vision of vulnerable road users by drivers

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1 Loughorough University Institutionl Repository The development of truck concept to llow improved direct vision of vulnerle rod users y drivers This item ws sumitted to Loughorough University's Institutionl Repository y the/n uthor. Cittion: SUMMERSKILL, S. nd MARSHALL, R., The development of truck concept to llow improved direct vision of vulnerle rod users y drivers. 6th Interntionl Conference on Applied Humn Fctors nd Ergonomics AHFE 2015 nd the Alited Conferences, Cesr's Plce, Ls Vegs, USA, 26th 30th July 2015 Additionl Informtion: This pper ws presented t the 6th Interntionl Conference on Applied Humn Fctors nd Ergonomics AHFE 2015 nd the Alited Conferences, Cesr's Plce, Ls Vegs, USA nd pulished in Procedi Mnufcturing (vol. 3, pp ) y Elsevier under CC BY NC ND licence. Metdt Record: Version: Pulished Pulisher: c The Authors. Pulished y Elsevier B.V. Rights: This work is mde ville ccording to the conditions of the Cretive Commons Attriution-NonCommercil-NoDerivtives 4.0 Interntionl (CC BY- NC-ND 4.0) licence. Full detils of this licence re ville t: Plese cite the pulished version.

2 Aville online t ScienceDirect Procedi Mnufcturing 3 (2015 ) th Interntionl Conference on Applied Humn Fctors nd Ergonomics (AHFE 2015) nd the Affilited Conferences, AHFE 2015 The development of truck concept to llow improved direct vision of vulnerle rod users y drivers Steve Summerskill*, Russell Mrshll Loughorough Design School, Loughorough University, Loughorough LE11 3TU, United Kingdom Astrct The pper descries reserch project which exmined the potentil enefits of incresing the llowed lengths of hevy goods vehicles in Europe to foster improved erodynmics nd sfety. A concept vehicle ws nlyzed using the SAMMIE Digitl Humn Modelling system through the use of novel technique which llows the volume of spce visile to drivers to e visulized nd quntified. The technique ws used to quntify the size of lind spots for the concept vehicle nd seline existing vehicle. This concept ws then further iterted to improved direct vision from the c. The results indicte tht the ddition of erodynmic front sections to existing vehicle cs hs minor enefits for improved direct vision from vehicle cs, nd tht other modifictions such s the ddition of extr window pertures nd lowering the vehicle c with reference to the floor, hve enefits in terms of llowing the driver to identify VRUs in close proximity to the vehicle The Authors. Pulished y y Elsevier Elsevier B.V. B.V. This is n open ccess rticle under the CC BY-NC-ND license ( Peer-review under responsiility of AHFE Conference. Peer-review under responsiility of AHFE Conference Keywords: HGV; Ctegory N 3; Blind spot; Digitl humn modelling; Europen stndrds 1. Introduction This pper reports spects of reserch project funded y Trnsport for London (TfL) nd Trnsport & Environment (T&E) nd performed y memers of the Design Ergonomics Group (DEG) t the Loughorough Design School (LDS). TfL is the locl government ody responsile for most spects of the trnsport system in Greter London in Englnd. T&E is ody tht cmpigns for smrter, greener trnsport in Europe. The project * Corresponding uthor. Tel.:+44(0) E-mil ddress: s.j.summerskill2@loro.c.uk The Authors. Pulished y Elsevier B.V. This is n open ccess rticle under the CC BY-NC-ND license ( Peer-review under responsiility of AHFE Conference doi: /j.promfg

3 3718 Steve Summerskill nd Russell Mrshll / Procedi Mnufcturing 3 ( 2015 ) reserch phse highlighted tht the recent growth in cycling in London hs een ccompnied y concerns out cyclist sfety. Recent reserch [1] confirms tht whilst there hs een generl improvement in rod sfety in the UK with csulties flling 49% etween 2000 nd 2012, nd the numers of those killed nd seriously injured (KSI) flling 40% in the sme period, cyclist csulties hve not followed the ntionl trend. Dt shows tht over the sme period the numers of killed or seriously injured cyclist csulties hve incresed y 21% ntionlly nd in Greter London y 59%. Further incresed rtes of cycling resulting in incresed exposure re expected to result in n increse of cyclist csulties unless levels of risk cn e reduced t greter rte. With this ckground the im of the project ws to exmine potentil improvements to Hevy Goods Vehicles (HGV, Ctegory N 3, with gross vehicle weight in excess of 12tonnes). These vehicles, nd construction vrints in prticulr, hve een identified s eing disproportiontely ssocited with ccidents with cyclists, [1,2,3] nd other Vulnerle Rod Users (VRUs). The commissioners of the project were motivted y the discussions eing held y the Europen Prliment in 2014 tht involved llowing n increse in HGV length in order to llow erodynmic fetures to e dded to vehicles, long with the potentil to improve sfety. The Europen stndrd tht governs vehicle length is 96/53/EC nd it revision to this stndrd tht ws eing proposed. Previous reserch sponsored y T&E [4] resulted in concept truck c design (FKA concept) with optimiztion for erodynmics nd pedestrin protection in the form of improved underrun protection. The DEG tem ws commissioned to explore the potentil enefits of this design in terms of improved direct vision using techniques estlished in previous reserch performed for the UK Deprtment for Trnsport to quntify oth direct vision (through windows) nd indirect vison (through mirrors) [2]. In ddition it ws requested tht further itertions of the vehicle design should e produced to improve direct vision further where possile. The ssessment nd nlysis technique uses the SAMMIE CAD Digitl Humn Modelling (DHM) system nd novel projection technique which llows the volume of spce visile to the driver through windows nd mirrors to e visulized nd quntified [5]. The following pper descries the methodology nd results from the nlysis of direct vision from the FKA concept vehicle compred to seline existing HGV, nd key itertion of the FKA concept which ws found to the most successful of three produced during the project. The direct vision from the c ws the focus of the reserch due to the findings of previous reserch [2] which demonstrted the potentil difficulty tht driver hs in using six mirrors, in comintion with direct vision, in order to generte situtionl wreness of the loction of VRUs. The full results cn e reviewed in the project report [3]. 2. Methodology 2.1. FKA concept vehicle setup in the DHM system The FKA concept vehicle design nd nlysis [4] focused upon the erodynmic nd underrun protection fetures of vehicle c. The concept design did not hve Driver Accommodtion Pckge (DAP, i.e. set, steering wheel or pedls) defined. In order to perform n nlysis of the direct vision using the techniques ville in the SAMMIE DHM system, n eye point definition is required. In order to estlish n eye point the driver ccommodtion pckge must e simulted in the DHM system. Fig. 1. () The DAP showing the vriility in eye points () The DAP nd ssocited dsh ord instlled in the FKA concept.

4 Steve Summerskill nd Russell Mrshll / Procedi Mnufcturing 3 ( 2015 ) Fig. 2. () A stripped vehicle, showing the pertures in the structure which llow the routing of electricl wiring () The dditionl window elow the pssenger window which is currently eing tested y some UK opertors. With no pckge instlled in the FKA concept the driver ccommodtion pckge of the DAF XF 105, which hd een digitized in previous reserch [2] ws dded to the FKA concept including the dsh ord structure to llow the simultion of oscurtion provided y this. The vriility in driver s eye loction due to the vriility in driver size is usully represented in the vehicle design nd ssessment process using the Society of Automotive Engineers (SAE) Eyellipse ( contrction of eye nd ellipse) dt. These Eyellipses re produced y cpturing the eye position from lrge smple of drivers in specificlly designed experiments s descried y Reed [7]. However, s lso descried y Reed [7], the current SAE Eyellipse dt (SAE J941) is not pplicle to modern goods vehicle designs s the dt does not ccount for height djustle sets. The three eye positions shown in Figure 1 were therefore defined y postures nd ody size dt cptured from truck drivers in previous reserch performed y the LDS tem [2], nd vlidted using n Eyellipse tht ws generted using techniques reported y Reed [7]. It should e noted tht only results for the 50 th %ile UK mle re shown in this pper The itertion of the FKA concept to improve direct vision The project required tht the FKA concept should e redesigned to further improve direct vision. Therefore strtegies for the improvement of direct vision of were defined sed upon reserch involving the development of n understnding of the vehicle structure nd how extr window pertures could e dded to the vehicle to support the direct vision of vulnerle rod users. Figure 2 shows stripped vehicle c, llowing the visiility of pertures (yellow dotted lines) tht re used in the structure to llow electricl connections to e routed through the vehicle. This estlished tht pertures in the vehicle frme cn e implemented without ffecting the structurl integrity of the c crsh cell. This ws reinforced y discussions with vehicle mnufcturer representtives who were wre of the potentil to move electronic systems to the rer of the c in future design itertions. Figure 2 shows modifiction to n existing c design with window (red dotted line) eing plced elow the pssenger window to improve direct vision of VRUs. At the time of writing, this modifiction is eing tested y numer of vehicles opertors in the UK. It ws therefore estlished tht it is fesile to dd extr windows elow the line of the existing windscreen. In ddition to this modifiction the FKA concept ws lso lowered in height. The height of the FKA concept ws sed upon n nlysis of existing vehicle design [4], however y nlyzing the height vriility in existing vehicle designs tht is possile through the comintion of different suspension systems nd xel configurtions it ws determined tht reduction in height of 230mm ws possile. This height reduction hs the potentil to reduce the off rod cpility of the vehicle due to reduced ground clernce, ut improve direct vision. Therefore the FKA concept ws redesigned to lower its height, dd windows to the structure elow the windscreen, nd to dd windows elow the pssenger door window. The windows which were dded elow the windscreen were locked from the vision of the driver y trditionl dsh ord designs. Therefore further design chnge ws mde in the form of n lterntive dsh ord design, which, due to the extended nose of the vehicle design (see Figure 1) llowed the sme spce for dditionl services such s electronics nd vehicle fluid ottles, whilst llowing visiility of the extr

5 3720 Steve Summerskill nd Russell Mrshll / Procedi Mnufcturing 3 ( 2015 ) window pertures elow the windscreen. Figure 3 shows the redesigned FKA prototype, known s FKA itertion 2 in the project report [3]. Figure 3 shows the view from the driver s eyes demonstrting tht the lternte dsh ord design ws le to llow visiility of the dditionl window pertures elow the windscreen DHM nlysis methodology The methodology for the nlyses performed ws developed to evlute the visile res djcent to the test vehicles i.e. cn something tht should e seen y the driver using direct vision through the windows e hidden from the driver in lind spot. This involves the projections of the visile volume of spce from the eye point of the driver through the pertures of the vehicles. Anything tht is inside the projections cn e seen directly y the driver. Figure 4 shows n exmple where the driver of the HGV is looking through the pssenger window. The hed nd shoulders of the cyclist cn e seen y the driver, s illustrted y the hed nd shoulders eing inside the window perture projection. The use of the project technique ws comined with numer of trget ojects in order to explore lind spot size for ech of the vehicles eing tested. These were; Forwrd visiility: The visiility of pedestrin(s) cross the front of the ssessment vehicle. Three pedestrin ojects re positioned in line with the centre line of the vehicle nd t ech of the outer edges. This is designed to represent pedestrin crossing in front of the test vehicle. The visiility of cyclist(s) cross the front of the ssessment vehicle. Three cyclist ojects re positioned in line with the centre line of the vehicle nd t ech of the outer edges. This is designed to represent cyclist positioned t ny point in front of the test vehicle, witing t n dvnced stopping re t junction. The visiility of cyclist(s) long the driver s nd pssenger s side of the vehicle. The cyclist is positioned foreft to lign the top of their hed with the driver s eye-point, (where used, second cyclist is 1m in front of the first). This is designed to represent cyclist either riding or witing to the inside (nerest the pvement) of the vehicle. Fig. 3. () View through the driver s eye showing the dditionl window pertures () FKA concept itertion 2. Fig. 4. () The projection from the drivers eyes through the windows. () the intersection of the cyclists hed nd shoulders with the projection. (c) the view through the driver s eyes of the cyclist s hed.

6 Steve Summerskill nd Russell Mrshll / Procedi Mnufcturing 3 ( 2015 ) These ojects were plced djcent to the vehicle nd moved wy from the vehicle to the mximum distnce t which they could not e seen y the driver. This llows the size of the lind spots to e represented in terms of the distnce wy from the vehicle tht the ojects cn e hidden. In some cses it is not possile to hide the ojects from the field of view of the driver t ny distnce from the side of the vehicle. This technique hs enefits over trying to determine wht portion of visul oject is enough to e seen nd recognised y driver. 3. Results 3.1. Forwrd visiility of pedestrins c Fig. 5. () Pedestrin visiility for the DAF XF seline vehicle () Pedestrin visiility for the FKA concept (c) Pedestrin visiility for the FKA concept itertion 2. Tle 1. The results for the forwrd visiility of pedestrins. Visul oject Distnce from the DAF XF Distnce from the FKA concept Distnce from the FKA Concept itertion 2 Blue humn 690mm 530mm Visile Green humn 575mm Visile Visile Red humn 647mm 486mm Visile 3.2. Forwrd visiility of cyclists c Fig. 6. () Driver s eye view of cyclist visiility for the DAF XF seline vehicle () FKA concept (c) FKA concept itertion 2.

7 3722 Steve Summerskill nd Russell Mrshll / Procedi Mnufcturing 3 ( 2015 ) c Fig. 7. () Cyclist visiility to the front of the DAF XF seline vehicle () FKA concept (c) FKA concept itertion 2. Tle 2. The results for the forwrd visiility of cyclists. Visul oject Distnce from the DAF XF Distnce from the FKA concept Distnce from the FKA Concept itertion 2 Blue cyclist 0 0 Visile Green cyclist Visile Visile Visile Red cyclist Visile Visile Visile 3.3. Pssenger s side visiility of cyclists c Fig. 8. () Cyclist visiility to the pssenger side of the DAF XF seline vehicle () FKA concept (c) FKA concept itertion 2 Tle 3. The results for the pssenger s side visiility of cyclists. Visul oject Distnce from the DAF XF Distnce from the FKA concept Distnce from the FKA Concept itertion 2 Pssenger side cyclist 1903mm 1458mm Visile

8 Steve Summerskill nd Russell Mrshll / Procedi Mnufcturing 3 ( 2015 ) Driver s side visiility of cyclists c Fig. 9. () Cyclist visiility to the driver s side of the DAF XF seline vehicle () FKA concept (c) FKA concept itertion 2. Tle 4. The results for the driver s side visiility of cyclists. Visul oject Distnce from the DAF XF Distnce from the FKA concept Distnce from the FKA Concept itertion 2 Driver s side cyclist front Driver s side cyclist rer 36mm Visile Visile 106mm Visile Visile 4. Discussion 4.1. Forwrd visiility of pedestrins The results for the forwrd visiility of the pedestrins show tht the enefit of the key design chnge to the vehicle, the ddition of curved protruding erodynmic nose, pushes the middle (green) pedestrin further forwrd thn is shown in the Bseline vehicle. This llows the middle pedestrin to e visile in the FKA concept ut not with the seline vehicle. The FKA concept itertion 2 llows ll three pedestrins to e clerly visile due to its lower height thn the other vehicles. The dditionl windows lso support visiility of the lue pedestrin Forwrd visiility of cyclists The results for the forwrd visiility of cyclists showed tht ll cyclists were visile for ll vehicles, in tht, in loction where the cyclists re touching the front of the vehicle, there ws some prt of the cyclist visile to the driver. However Figure 6 illustrtes tht for the Bseline vehicle only smll portion of the cyclists re visile nd for the FKA concept only smll portion is visile for the left hnd nd right hnd cyclists. For the FKA concept itertion 2 ll cyclists re clerly visile. In relity cyclists would most likely hve some clernce etween themselves nd vehicle, moving them further forwrd, improving the view from the driver s position Pssenger s side visiility of cyclists The results for pssenger side visiility of cyclists demonstrte tht the Bseline nd FKA concept vehicles exhiit extensive direct vision lind spots with the cyclist eing 1903mm from the side of the Bseline vehicle nd 1458mm from the side of the FKA concept. The FKA itertion 2 design llows visiility of cyclists to the pssenger side for the defined test.

9 3724 Steve Summerskill nd Russell Mrshll / Procedi Mnufcturing 3 ( 2015 ) Driver s side visiility of cyclists The results for the drive side visiility of cyclists demonstrte tht the cyclists need to e in very close proximity to e oscured from the driver s vision for the seline vehicle, nd tht the cyclists re visile for oth FKA concepts Generl discussion of results The key finding for the project ws tht the proposed design for the FKA concept only improves the direct vision ility of the driver in situtions where VRUs re locted centrlly in front of the vehicle, with minor improvements to the driver s side when compred to the seline vehicle. Blind spots still exist to oth sides of the driver s c. By reducing the height of the vehicle c y 230mm, the driver s ility to directly view VRUs from FKA concept itertion 2 is gretly improved. The ddition of window elow the pssenger window improves the visiility of VRUs to the pssenger side of the c. 5. Conclusions The reserch project hs exmined the design of concept vehicle tht is likely outcome of the current discussions regrding revision of vehicle length stndrds in Europe. The design hs een shown to hve limited improvements in direct vision when compred to existing vehicles. If direct vision is to e tken s priority, s indicted y previous reserch, efforts should e directed towrds producing vehicle designs with lower cs for use in urn environments where VRUs re likely to e present. This could e supported y the definition of direct vision stndrd for use y vehicle mnufcturers which mkes it cler wht should e directly visile from Ctegory N 3 vehicle driving position. No such stndrd currently exists nd this should e priority for future reserch in this re. References [1] Tlot, R. et l, Pedl cyclist ftlities in London: nlysis of police collision files ( ).. [2] Cook, S. E., et l. The development of improvements to drivers' direct nd indirect vision from vehicles. Phse 2. Loughorough University Report for Deprtment for Trnsport. See Section 2.3, Tsk 1: Accident Dt, p [3] Summerskill, S., Mrshll, R. & Lenrd, J.,. The design of ctegory N3 vehicles for improved driver direct vision. Loughorough Design School [4] Welfers, T et l. Design of trctor for optimized sfety nd fuel consumption. Forschungsgesellschft Krftfhrwesen mh, Achen.2011.A project report commissioned y T&E. [5] Mrshll, R. Summerskill, S. Cook, S. Development of volumetric projection technique for the digitl evlution of field of view.. Ergonomics. Vol. 56, Iss. 9, 2013 [6] Europen Commision stndrd 96/53/ec. Weights nd dimesions [7] Reed, M. P. Development of New Eyellipse nd Seting Accommodtion Model for Trucks nd Buses. University of Michign Trnsporttion Reserch Institute, Ann Aror, MI, Tech Report No. UMTRI