TENTOR TRUE/FALSE Flashcards
Which of the following statement/s about the Heinrich’s triangle is/are correct?
a. The Heinrich’s triangle serves as a visual representation of the relative frequency of different
accident types.
b. The Heinrich’s triangle explains the relation between passive and active safety systems.
c. The Heinrich’s triangle is a brainstorming tool that combines the epidemiology triangle (host, agent, environment) and the levels of prevention.
d. The Heinrich’s triangle is actually a square.
a
What is a local dynamic map?
a. A world map to enhance navigation in commercial GPS systems.
b. A dataset from naturalistic driving data.
c. A key component for the electrical architecture of active safety systems.
d. A key component in the future of cooperative applications.
d
Signals used in active safety applications are often communicated via the CAN bus. Below is a figure representing a data frame. Which of the following statements is/are correct?
a. A possible value for the arbitration field is 01010101010.
b. If the CRC looked like 010101010101010, something must be wrong.
c. If the DATA field includes two values from two different signals, then each value takes 4 bytes.
d. In a vehicle equipped with frontal collision warning and using the CAN bus as a communication bus, the frontal collision warning is transmitted from the ID 00000000001.
a
A warning system achieved the same sensitivity and specificity, then
a. Accuracy must also be equal to specificity and sensitivity. T
b. Precision might be the same as specificity and sensitivity. T
c. If precision and accuracy are also the same, the number of false positives and false negatives must be equal. T
d. The contingency table below may belong to that warning system. F
Positive event Negative event Yes (a warning was issued) 40 10 No warning was issued 20 120
a,b,c
Which of the following statements about time-to-collision (TTC) is/are true?
a. TTC is an acceleration-domain metric that may support threat assessment and decision
making in active safety systems.
b. TTC may be combined with required deceleration in the threat assessment and decision
making for active safety.
c. TTC often supports threat assessment and decision making for lateral control systems.
d. When speeds are high and TTC small steering may be a safer avoidance maneuver than
braking.
b,d
Which statement/s about driver monitoring systems (DMSs) is/are correct?
a. A DMS may observe the driver from in-vehicle sensors (including controls such as pedals and
steering) and other (wearable) devices.
b. DMSs use driver models for threat assessment.
c. Active safety systems may integrate the information from the DMS to perform the threat assessment.
d. A DMS typically includes glance behavior.
a,c,d
Which statement/s about driver modelling is/are correct?
a. In counterfactual simulations crashes are created by simulating traffic interactions, without using any specific original crash as a starting point.
b. Computational reference driver models are typically used as safety norms/targets for automated vehicles.
c. One example of anticipatory control is a driver using the steering wheel to stay in lane.
d. There are typically three levels to hierarchical control (according to Michon): Strategic, Tactical, and Operational.
b, d
Which statement/s about sensors is/are correct?
a. Assuming a speed of light of 3 * 108 m/s, for an object 37.5m away, the time duration between sending and receiving the lidar pulse is more than 200ns.
b. Near-infrared cameras use active illumination.
c. Fixation is when the eye follows a moving object.
d. Radar and Lidar have similar weather performance.
a,b
Which of the following statement/s about active safety systems is/are correct?
a. Active safety systems recognize critical situations and take action before the critical situations may devolve into crashes.
b. The basic architecture of an active safety system includes sensors, algorithms, and human- machine-interfaces/actuators.
c. An active safety system may leverage passive safety systems to improve threat assessment.
d. The main algorithms of an active safety system are for threat assessment and decision- making.
a, b, d
What makes driving simulators appealing for the development of active safety?
a. Safety and repeatability.
b. Ecological validity.
c. Fun of driving in a virtual environment.
d. The possibility to measure heart rate.
a
According to SAE J3026,
a. L0 is manual driving.
b. An automated driving feature must be able to perform the whole dynamic driving task within its operational design domain.
c. When the operational design domain of an automated driving feature is exited, a fallback solution must be employed.
d. Adaptive cruise control delivers L1 automation.
a, c, d
Which of the following statements about Euro NCAP is/are correct?
a. Euro NCAP only tests intervention active safety systems.
b. Euro NCAP tests automated emergency braking also in collisions with cyclists andpedestrians.
c. Euro NCAP promotes the integration of passive and active safety systems by providing models for system testing.
d. Euro NCAP relays on counterfactual simulations for the evaluation of active safety systems.
b
Which of the following measures may be used as a surrogate for exposure in estimating crash
risk?
a. Average speed.
b. Maximum time to collision.
c. Total miles driven.
d. Person hours travelled.
c, d
Which of the following statements about Kalman filtering is/are true?
a. The Kalman filter is a sensor fusion algorithm.
b. The Kalman filter is a recursive two steps algorithm that keeps into account how the error on the measure may change to provide better estimate (reduce noise).
c. The Kalman filter is used in post-processing applications because in real-time applications
estimating the status of a linear system with a Kalman filter would not be possible.
d. The Kalman filter is often used to estimate crash risk by combining information from crash
database with exposure data.
a, b
Which of the following statement(s) about sampling and quantization is/are true?
a. Sampling is a tradeoff: higher sampling frequencies require more computation and storage
space. Low sampling frequencies may result in information loss.
b. Quantization is a tradeoff: more levels require more (computation and) storage space. Less
levels may result in loss of information.
c. If we convert an analog signal to digital and use 12 bits, the digital signal can only represent
4096 different values.
d. Using an extremely high sampling frequency and large bit resolution is the best solution to
code digital signals because we lose the least amount of information.
a, b, c
Which of the following statements about driving simulators is/are true?
a. Driver simulators reproduce a virtual environment and therefore the ecological validity of the
driver behavior within this environment is limited.
b. It is safe to create critical situations, such as near crashes, in a driving simulator.
c. Driving simulators can expose multiple individuals to the same traffic scenario over and over.
d. Driving simulators may be a less expensive alternative to test-track experiments.
a, b, c, d
Which of the following line(s) correctly output the warning-onset time when the driver’s
predicted speed (assuming constant acceleration) is about to exceed a speed limit of 50 km/h plus
a tolerance of 10 km/h, given a reaction time of 1.0 s? Speed is measured in m/s and acceleration
in m/s^2.
a. A: warning_time = time(find(speed + 1.0 * acceleration > (50 + 10) / 3.6, 1, ‘last’));
b. B: warning_time = time(find(speed + 1.0 * acceleration > 50 + 10, 1, ‘last’));
c. C: warning_time = time(find(speed + 1.0 * acceleration > (50 + 10) / 3.6, 1, ‘first’));
d. D: warning_time = time(find(speed + 1.0 * acceleration > 50 + 10, 1, ‘first’));
c
Which of the following line(s) of code correctly interpolate(s) a speed signal that has gaps (speed = 0 or speed =
-1), such that speed_fix does not contain gaps anymore?
a. A: speed_fix = interp1(time(speed>0), speed(speed>0), time(speed<=0));
b. B: speed_fix = interp1(time(speed < 0), speed(speed < 0), speed(speed >= 0));
c. C: speed_fix = interp1(time(speed >= 0), speed(speed >= 0), speed(speed < 0));
d. D: speed_fix = interp1(time(speed <= 0), speed(speed <= 0), speed(speed > 0));
a
Which of the following statement(s) about driver models is/are true?
a. According to the Zero-risk theory (see Figure 1 below), drivers’ motivation can affect the perception of visual inputs from the external environment.
b. Looming can be used as input to driver models which aim to describe the response of drivers
during a rear-end conflict.
c. The Michon model (see Figure 2 below) can help researchers to qualitatively understand why
take over requests from automated driving (i.e., SAE level 3) might result in crashes.
d. Control models provide a qualitative description of driver behaviour. As such, they can be
used to define a theoretical framework for hierarchical models which provide more
quantitative results.
a, b c,
Two vehicles are travelling in a vehicle-following scenario:
Distance D = 90 m; ego-vehicle velocity, Ve = 20 m/s; target vehicle velocity, Vt=10 m/s. The
acceleration of the ego vehicle is Ae = −2 m/s2 and the one of the target vehicle is At = −8 m/ s2.
Which of the following answer(s) is/are true?
a. Time to collision and enhanced time-to-collision are equal.
b. Time to collision is larger than 4 s.
c. Enhanced time-to-collision is larger than 3 s.
d. The two vehicles will not crash (if the accelerations remain constant).
b, c
Two vehicles are travelling in a vehicle-following scenario:
Distance D = 120 m; ego-vehicle velocity, Ve = 30 m/s; target vehicle velocity, Vt=15 m/s. The
acceleration of the ego vehicle is Ae = 0 m/s2 and the one of the target vehicle is At = −3 m/ s2.
Which of the following answer(s) is/are true?
a. Time to collision and enhanced time-to-collision are equal.
b. Time to collision is 4 s.
c. Time to collision is 8 s.
d. Enhanced time to collision is lower than 4 s.
c
Which of the following applications require wireless communication?
a. Platooning.
b. Lane departure warning.
c. Automated braking assistance.
d. Adaptive cruise control.
a
Which of the following applications may benefit from wireless communication?
a. Platooning.
b. Lane departure
warning.
c. Automated braking assistance.
d. Adaptive cruise control.
a, b, c, d
Which of the following statement(s) about cooperative systems is/are true?
Communication
a. BSM (basic safety messages) are transmitted periodically by all vehicles in the network.
b. Ad-hoc networks may be created in cooperative applications to favor communication among
the ego-vehicle and other relevant road users.
c. A global dynamic map is a database including wirelessly transmitted information that all
vehicles in a cooperative network must have.
d. Some cooperative applications may require a high penetration rate before providing any
benefit.
a, b, d
Which of the following statements about SAE automation level is/are true?
a. Level 0 is manual driving.
b. Level 3 operational design domain has no constraints.
c. Level 4 is conditional automation.
d. Level 1 is partial automation.
a
Which of the following statements about road safety data is/are true?
a. Accident databases include crashes with different injury severity level.
b. Naturalisitic databases are more accurate than accident databases in describing injury levels.
c. Severe crashes are more aboundant in naturalistic databases and in crash databases.
d. Crash databases include information on driver glance behaviour before a crash.
a
Which of the following statement(s) about driver models is/are true?
a. Naturalistic driving data can be used to develop driver models.
b. The distribution of drivers’ glances during a rear-end conflict is not an example of driver
model.
c. Driver models can be used in methodologies that aim to predict the safety benefits
introduced by an active safety system.
d. The depression of the braking pedal is a possible output of driver models
a, c, d
Which of the following statement(s) about motivational driver models is/are true?
a. According to the Zero-risk theory, drivers’ motivation can affect the perception of visual
input from the external environment.
b. The urge of performing a secondary task (e.g., texting on a mobile phone) is not an example
of motivation.
c. According to the Zero-risk theory, drivers’ motivation might influence the
expectation/prediction of looming in a rear-end scenario in which the lead vehicle is
decelerating.
d. Drivers’ motivation can explain why drivers have different subjective risk.
a, c, d
Introducing automated driving may affect driver behavior. Which of the following statements
about this issue is/are true?
- A very reliant assisted-driving system (SAE L2) may lead drivers to overtrust the
system - A complacent driver may not be able to monitor the operation of an automated
system and intervene in case the system exits its operational design domain - Drivers that are “out-of-the-loop” are likely to respond rapidly to situations requiring
a transition of control - As automation increase drivers will pay more attention to the forward roadway
a, b
Which of the following statement(s) about driver models is/are true?
a. The driver’s gaze is an example of output variable for a model which describes driver behaviour
during driving in a curve.
b. According to the Zero-risk theory, the motivation to achieve a goal does not influence the
subjective perception of risk.
c. According to the Hierarchical Control Model, driving with a fully automated vehicle (level 5 of the
SAE classification) would remove the driver out of the control level but not out of the maneuvering
level.
d. In the anticipatory control of the 3-level servo-control model of steering, the decision to apply a
steering wheel torque is based on visual inputs
d
Two vehicles are travelling in a vehicle-following scenario:
Distance D = 80 m; ego-vehicle velocity, Ve = 18 m/s; target vehicle velocity, Vt=10 m/s. The
acceleration of the ego vehicle is Ae = 0 m/s2 and the one of the target vehicle is At = −7 m/s^2.
Which of the following answer(s) is/are true?
a. Time headway and enhanced time-to-collision are lower than time-to-collision.
b. Time headway and time-to-collision are equal.
c. Time to collision is 10 s.
d. Enhanced time to collision is lower than 4 s.
a, c, d
Which of the following statement(s) about cooperative applications are true?
a. Cooperative applications depend on heartbeat messages to exchange basic information
among vehicles.
b. The local dynamic map may be unique for each vehicle.
c. Cooperative applications may be implemented even without wireless communication.
d. Platooning is a cooperative application.
a, b, d
Which of the following statements about wireless communication is/are true?
a. Safety applications may use a dedicated band around 1.9 kHz for data exchange.
b. Wireless communication does not address frequency bands above 300 GHz.
c. Within vehicular communication, cooperative awareness messages are sent by the infrastructure to the vehicles to specify the communication requirements for exchanging
data wirelessly.
d. Ad-hoc networks have the potential to reduce delays compared to centralized networks.
b, d
