/
Modelling HGV blind spots Modelling HGV blind spots

Modelling HGV blind spots - PowerPoint Presentation

phoebe-click
phoebe-click . @phoebe-click
Follow
442 views
Uploaded On 2017-09-19

Modelling HGV blind spots - PPT Presentation

Loughborough University Design School Design Ergonomics Research Group Research Sponsored by Transport for London Dr Steve Summerskill amp Dr Russell Marshall Contents Background Blind spots in Heavy Goods and construction vehicles ID: 589202

blind vehicle vehicles spots vehicle blind spots vehicles results key vision direct cyclists issues cab project road standard design

Share:

Link:

Embed:

Download Presentation from below link

Download Presentation The PPT/PDF document "Modelling HGV blind spots" is the property of its rightful owner. Permission is granted to download and print the materials on this web site for personal, non-commercial use only, and to display it on your personal computer provided you do not modify the materials and that you retain all copyright notices contained in the materials. By downloading content from our website, you accept the terms of this agreement.


Presentation Transcript

Slide1
Slide2

Modelling HGV blind spots

Loughborough University Design School: Design Ergonomics Research GroupResearch Sponsored by Transport for LondonDr. Steve Summerskill & Dr. Russell MarshallSlide3

Contents

Background – Blind spots in Heavy Goods and construction vehicles Aims and objectives of the project MethodologyResults for all vehicles

Discussion of results Slide4

Background

Why was this project funded by Transport for London? The research has been informed by concerns for the safety of vulnerable road users (VRUs) in

London and elsewhere in the UK and EU.

Recent research conducted by Loughborough highlighted that there has been a

general improvement

in road safety in the UK with casualties

falling 49%

between 2000 and 2012

Cyclist casualties have not followed the national trend. Data shows that over the same period the numbers of

cyclists killed or seriously injured have increased by

21%

nationally and in

Greater London by

59%.

A common factor in accidents involving cyclists and other VRUs is the overrepresentation of

Heavy Goods Vehilces (HGVs)

as the collision vehicle

Slide5

Why do HGVs have blind spots? Slide6

Background

Blind spots in Heavy Goods and construction vehiclesBlind spots in existing vehicles are caused by a number of factors

The structure of the vehicle, including mirror mounts, A-pillars and the vehicle body, can obstruct vision of vulnerable road users and other vehicles

Drivers view of the passenger window Slide7

How can we compare blind spot size between vehicle designs?Slide8

Background

Using Digital Human Software to simulate and quantify blind spotsThe Loughborough Design School (LDS) team used a method to visualise and quantify blind spots in a previous project for the UK Department for Transport (DfT)

This technique uses Digital Human Modelling software to visualise the volume of space that can be seen by a driver in the combination of

direct vision

(through windows) and

in-direct vision

(through mirrors) Slide9

The use of Digital Human modelling software in the identification and quantification of blind spots

See here for Video https://

youtu.be/9PaTwaxfa2ESlide10

In order to allow an understanding of the blind spot issue 19 vehicle configurations have been modelled;

The top selling vehicles in the UK based upon SMMT vehicle registration data including: DAF, SCANIA, Mercedes, Volvo and MANIn addition, four low entry cab vehicles have been selected from, Dennis, Mercedes, Scania and Volvo

TfL Project

Methodology Slide11

Vehicle models

Standard cabsLow entry cabsSlide12

TfL Project

Methodology for the simulation of Vulnerable Road Users

We have tested each vehicle design by seeing how far away simulated pedestrians and cyclists can be placed away from the vehicle and still hidden from the driver’s view Slide13

Results – Simulated vulnerable road users

What was the variability in blind spot size?Slide14

Results – How far away from the truck can cyclists to the near side be placed and be completely hidden from driver’s direct vision? Slide15

-1 = visible i.e. visible when directly adjacent to the cab side

Results – Obscuration of nearside cyclists: distance away from the side of the cab at which cyclists can be fully obscured Slide16

Results – How far away from the truck can pedestrians to the front of the vehicle placed and be completely hidden from driver’s direct vision? Slide17

Results – Obscuration of middle pedestrian: distance away from the front of the cab at which the pedestrian can be fully obscured

-1 = visible i.e. visible when directly adjacent to the cab side Smaller pedestrians could be hidden further away from the vehicle Slide18

Unpacking the results

Key differences between vehicle designsSlide19

Results – Driver’s eye height above the ground

The are a wide range of cab heights in the vehicle tested vehicles Slide20

Key issues identified in the project Slide21

Key issues

Low entry cabs provide much improved direct vision of vulnerable road users when compared to standard cabs Slide22

Key issues

The cabs of construction spec vehicles (N3G) are higher than distribution spec vehicles increasing the size of blind spots Should vehicles with specifications that suit quarries, with larger blind spots be allowed on the cities streets? Slide23

Key issues

The design of key features such as window shapes can affect the size of blind spotsSlide24

Key issues

Mirrors are supposed to address the blind spots identified and yet accidents are still happeningIs it reasonable to expect a driver to use six mirrors and look through three or more windows to work out if a VRU is close to the vehicle? Slide25

Key issues

Standards are required which compel vehicle designers to improve the ability to see VRUs directly through windowsSlide26

Extensive direct vision blind spots still exist

None of the cyclists shown are directly visible to the driver from the standard driver posture for this truckWe can do better!

Key issues Slide27

Summary and the future

The project has produced results which allow operators to distinguish between vehicle designs in terms of direct and indirect vision

The CLOCS programme has already had success in fostering the availability of improved vehicle specifications

that lower the vehicle cab height, and add additional windows

This work will progress with the definition of a new standard for

direct vision

from trucks

This

new standard

will initially be applied in

London

to support the use of vehicles with reduced blind spots

Subsequently this standard will be presented to the United Nations Economic Commission for Europe with the aim of full

European adoption