Historic agreement in the united States: braking automatic for all


In the fall of 2015 saw an ad very interesting in the united States, from the hand of Audi, BMW, Ford, General Motors, Mercedes-Benz, Tesla, Toyota, Volkswagen and Volvo. These manufacturers, representing almost 60% of sales in the country, agreed to implement the braking and automatic collision warning front in their cars, and expected accessions of more manufacturers on a voluntary basis.

And so it has been. The NHTSA has announced that it joined the agreement, Fiat Chrysler, Honda, Hyundai, Jaguar Land Rover, Kia, Maserati, Mitsubishi, Nissan, Porsche and Subaru. The union of all these manufacturers represent 99% of the american market, so that de facto all light-duty vehicles (passenger cars and light industrial) will incorporate this security technology.

The agreement has been negotiated in private, with the advice of the NHTSA -the body responsible for road safety – and the IIHS -private institution for road safety supported by the major insurers. Has moved ahead of the legislation, so that they will without mandatory. In Europe nor is there legislation for light-duty vehicles, only for the heavy.


Not all automatic braking systems have the same effectiveness, as revealed EuroNCAP in a comparative

According to statistics from the IIHS, the massive deployment of the automatic braking -AEB- can reduce rear-end collisions in a 40%. An independent study published in the journal Science Direct, Accident Analysis & Prevention (2015), lowers the percentage slightly, to 38%. If that’s what we translate to money and compensation, we are talking about thousands of millions.

The IIHS hopes to avoid the 28,000 accidents, and 12,000 injured less by 2025

will Not be valid in any system, since the IIHS should have qualified with the level “Advanced” at least. In addition, the collision warning, front-predecessors to the action auto must abide by the guidelines of the NHTSA. There are systems adapted to urban and low speed, and others that are suitable for movement on highways and expressways at higher speeds.

These systems are subject to the technological limitations of the sensors with which they are equipped. For example, the urban systems lack of radar, used cameras, microwave or laser, and are not as accurate in estimating distances and types of hazardous objects. There are systems that guarantee collision avoidance for under 30 or 50 km/h, others simply guarantee to reduce the severity of the collision.


┬┐what affects us europeans?

even Though the news is relevant to the north american market, it is also important for our market. Given the level of globalization that are experimenting with the different ranges, the models that are sold to the other side of the Atlantic are beginning to have more similarities than differences, beyond minor issues such as where are the lights or powers.

If all the big manufacturers make the effort to standardize this technology, orders to the companies of components succeeded in forcing down the prices by mass. At the time that the costs are outweighed by the benefits… on the other hand, EuroNCAP each time gives more importance to the safety systems on-board.

while european legislation can be much slower than EuroNCAP, that a model does not get the fourth or fifth star for the lack of such equipment is not, commercially speaking, a smart move. Manufacturers will prefer to have the maximum score, even if no legislation obliges them to do so.

braking automatic is a step insurmountable to make progress towards self-driving autonomous. These systems do not replace the driver, but are able to compensate partially the lack of glare, distraction, diverse, or the lack of momentum to slow down some drivers. We would be surprised the amount of people that are afraid to slow down, not go break something.

In September 2022, all light vehicle in the united States will have with the braking, automatic, marking the start of the way towards the reduction of accidents at the same level that got in his day the anti-lock braking system (ABS) or stability control (ESP).

But no less true is that a manufacturer can get off the agreement when you want to, as there is a legal obligation. The covenant has made it back to the legislators, there is a coordination to match the covenant’s entry into force, and regulations that consolidate. Hopefully none will end up withdrawing, because they would lose years of progress.