Refine
Year of publication
Document Type
- Conference Proceeding (20)
- Working Paper (4)
- Article (2)
Keywords
- Fußgänger (11)
- Pedestrian (11)
- Bewertung (9)
- Evaluation (assessment) (9)
- Fahrzeug (9)
- Safety (9)
- Sicherheit (9)
- Vehicle (9)
- Injury (8)
- Verletzung (8)
- Collision (7)
- Cyclist (7)
- Impact test (veh) (7)
- Radfahrer (7)
- Test method (7)
- Unfall (7)
- Zusammenstoß (7)
- Accident (6)
- Alte Leute (6)
- Anfahrversuch (6)
- Prüfverfahren (6)
- Test (6)
- Versuch (6)
- Active safety system (5)
- Aktives Sicherheitssystem (5)
- Analyse (math) (5)
- Analysis (math) (5)
- Compatibility (5)
- Europa (5)
- Europe (5)
- Kompatibilität (5)
- Old people (5)
- Schweregrad (Unfall, Verletzung) (5)
- Severity (accid, injury) (5)
- Simulation (5)
- Verletzung) (5)
- injury) (5)
- Brustkorb (4)
- Fatality (4)
- Frontalzusammenstoß (4)
- Head on collision (4)
- Method (4)
- Schlag (4)
- Schweregrad (Unfall (4)
- Severity (accid (4)
- Shock (4)
- Statistics (4)
- Statistik (4)
- Thorax (4)
- Tödlicher Unfall (4)
- Verfahren (4)
- Anthropometric dummy (3)
- Automatische Notbremsung (3)
- Conference (3)
- Deutschland (3)
- Development (3)
- Dummy (3)
- Entwicklung (3)
- Germany (3)
- Konferenz (3)
- Passive safety system (3)
- Passives Sicherheitssystem (3)
- Airbag (2)
- Antikollisionssystem (2)
- Automatic (2)
- Automatisch (2)
- Autonomous emergency braking (2)
- Braking (2)
- Bremsung (2)
- Cost benefit analysis (2)
- Driver (2)
- Driver assistance system (2)
- Fahrer (2)
- Fahrerassistenzsystem (2)
- Forecast (2)
- Geschwindigkeit (2)
- Human body (2)
- Improvement (2)
- Insasse (2)
- Menschlicher Körper (2)
- Nacht (2)
- Night (2)
- Prognose (2)
- Richtlinien (2)
- Specifications (2)
- Speed (2)
- Standardisierung (2)
- Standardization (2)
- Technische Vorschriften (Kraftfahrzeug) (2)
- Vehicle occupant (2)
- Vehicle regulations (2)
- Verbesserung (2)
- Vereinigtes Königreich (2)
- Wirtschaftlichkeitsrechnung (2)
- Abbiegen (1)
- Accident rate (1)
- Active safety (1)
- Aged people (1)
- Air bag (restraint system) (1)
- Aktive Sicherheit (1)
- Auffahrunfall (1)
- Autonomous emerhency braking (1)
- Bein (menschl) (1)
- Berechnung (1)
- Breite (1)
- Bumper (1)
- Calculation (1)
- Cause (1)
- Classification (1)
- Collision avoidance system (1)
- Collisison avoidance system (1)
- Crash Test (1)
- Crashtest (1)
- Cross roads (1)
- Crossing the road (pedestrian) (1)
- Daylight (1)
- Demografie (1)
- Demography (1)
- Detection (1)
- Detektion (1)
- Digital model (1)
- Efficiency (1)
- Electric vehicle (1)
- Elektrofahrzeug (1)
- Emergency (1)
- Fahrbahnüberquerung (1)
- Fahrstabilität (1)
- Finite element method (1)
- Fracture (bone) (1)
- Gestaltung (1)
- Hearing (1)
- Hospital (1)
- Hörvermögen (1)
- Impact test (crash) (1)
- In Bewegung (1)
- Junction (1)
- Klassifizierung (1)
- Knochenbruch (1)
- Knotenpunkt (1)
- Krankenhaus (1)
- Kreuzung (1)
- Layout (1)
- Leg (human) (1)
- Leistungsfähigkeit (allg) (1)
- Mathematical model (1)
- Medical examination (1)
- Medizinische Untersuchung (1)
- Methode der finiten Elemente (1)
- Modification (1)
- Motorcyclist (1)
- Motorradfahrer (1)
- Moving (1)
- Notfall (1)
- Numerisches Modell (1)
- Prevention (1)
- Reaction (human) (1)
- Reaktionsverhalten (1)
- Rear end collision (1)
- Rechenmodell (1)
- Reconstruction (accid) (1)
- Risiko (1)
- Risikobewertung (1)
- Risk (1)
- Risk assessment (1)
- Schallpegel (1)
- Schweden (1)
- Schweregrad /Unfall (1)
- Sensor (1)
- Severity (acid (1)
- Sound level (1)
- Spinal column (1)
- Staggered junction (1)
- Stapedius reflex (1)
- Stapediusreflex (1)
- Statistical analysis (1)
- Statistische Analyse (1)
- Stoßstange (1)
- Sweden (1)
- Tageslicht (1)
- Technologie (1)
- Technology (1)
- Turning (1)
- USA (1)
- Unfallhäufigkeit (1)
- Unfallrekonstruktion (1)
- United Kingdom (1)
- United kingdom (1)
- Ursache (1)
- Vehicle handling (1)
- Verhütung (1)
- Versetzte Kreuzung (1)
- Veränderung (1)
- Width (1)
- Wirbelsäule (1)
Institute
A reduction of around 48% of all road fatalities was achieved in Europe in the past years including a reduced number of fatalities with an older age. However, among all road fatalities, the proportion of elderly is steadily increasing. In an ageing society, the European (Horizon2020) project SENIORS aims to improve the safe mobility of older road users, who have different transportation habits compared to other age groups. To increase their level of safe mobility by determining appropriate requirements for vehicle safety systems, the characteristics of current road traffic collisions involving the elderly and the injuries that they sustain need to be understood in detail. Hereby, the paper focuses on their traffic participation as pedestrian, cyclist or passenger car occupant. Following a literature review, several national and international crash databases and hospital statistics have been analysed to determine the body regions most frequently and severely injured, specific injuries sustained and types of crashes involved, always comparing older road users (65 years and more) with mid-aged road users (25-64 years). The most important crash scenarios were highlighted. The data sources included European statistics from CARE, data on national level from Germany, Sweden, Italy, United Kingdom and Spain as well as in-depth crash information from GIDAS (Germany), RAIDS (UK), CIREN and NASS-CDS (US). In addition, familiar hospital data from Germany (TraumaRegister DGU-®), Italy (Italian Register of Acute Traumas) and UK hospital statistics (TARN) were included in the study to gain further insight into specific injury patterns. Comprehensive data analyses were performed showing injury patterns of older road users in crashes. When comparing with mid-aged road users, all databases showed that the thorax body region is of particularly high importance for the older car occupant with injury severities of AIS 2 or AIS 3+, whereas the body regions lower extremities, head and thorax need to be considered for the older pedestrians and cyclists. Besides these comparisons, the most frequent and severe top 5 injuries were highlighted per road user group. Further, the most important crash configurations were identified and injury risk functions are provided per age group and road user group. Although several databases have been analysed, the picture on the road safety situation of older road users in Europe was not complete, as only Western European data was available. The linkage between crash data and hospital data could only be made on a general level as their inclusion criteria were quite different.
For the assessment of vehicle safety in frontal collisions compatibility (which consists of self and partner protection) between opponents is crucial. Although compatibility has been analysed worldwide for over 10 years, no final assessment approach has been defined to date. Taking into account the European Enhanced Vehicle safety Committee (EEVC) compatibility and frontal impact working group (WG15) and the FP5 VC-COMPAT project activities, two test approaches have been identified as the most promising candidates for the assessment of compatibility. Both are composed of an off-set and a full overlap test procedure. In addition another procedure (a test with a moving deformable barrier) is getting more attention in current research programmes. The overall objective of the FIMCAR project is to complete the development of the candidate test procedures and propose a set of test procedures suitable for regulatory application to assess and control a vehicle- frontal impact and compatibility crash safety. In addition an associated cost benefit analysis should be performed. The objectives of the work reported in this deliverable were to review existing full-width test procedures and their discussed compatibility metrics, to report recent activities and findings with respect to full-width assessment procedures and to assess test procedures and metrics. Starting with a review of previous work, candidate metrics and associated performance limits to assess a vehicle- structural interaction potential, in particular its structural alignment, have been developed for both the Full Width Deformable Barrier (FWDB) and Full Width Rigid Barrier (FWRB) tests. Initial work was performed to develop a concept to assess a vehicle- frontal force matching. However, based on the accident analyses performed within FIMCAR frontal force matching was not evaluated as a first priority and thus in line with FIMCAR strategy the focus was put on the development of metrics for the assessment of structural interaction which was evaluated as a first priority.
Accident analysis
(2014)
For the assessment of vehicle safety in frontal collisions compatibility (which consists of self and partner protection) between opponents is crucial. Although compatibility has been analysed worldwide for years, no final assessment approach has been defined to date. Taking into account the European Enhanced Vehicle safety Committee (EEVC) compatibility and frontal impact working group (WG15) and the EC funded FP5 VC-COMPAT project activities, two test approaches have been identified as the most promising candidates for the assessment of compatibility. Both are composed of an off-set and a full overlap test procedure. In addition another procedure (a test with a moving deformable barrier) is getting more attention in today- research programmes. The overall objective of the FIMCAR project is to complete the development of the candidate test procedures and propose a set of test procedures suitable for regulatory application to assess and control a vehicle- frontal impact and compatibility crash safety. In addition an associated cost benefit analysis should be performed. The specific objectives of the work reported in this deliverable were: - Determine if previously identified compatibility issues are still relevant in current vehicle fleet: Structural interaction, Frontal force matching, Compartment strength in particular for light cars. - Determine nature of injuries and injury mechanisms: Body regions injured o Injury mechanism: Contact with intrusion, Contact, Deceleration / restraint induced. The main data sources for this report were the CCIS and Stats 19 databases from Great Britain and the GIDAS database from Germany. The different sampling and reporting schemes for the detailed databases (CCIS & GIDAS) sometimes do not allow for direct comparisons of the results. However the databases are complementary " CCIS captures more severe collisions highlighting structure and injury issues while GIDAS provides detailed data for a broader range of crash severities. The following results represent the critical points for further development of test procedures in FIMCAR.
Within this paper different European accident data sources were used to investigate the causations and backgrounds of road traffic accidents with pedestrians. Analyses of high level national data and in-depth accident data from Germany and Great Britain was used to confirm and refine preliminary accident scenarios identified from other sources using a literature review. General observations made included that a high proportion of killed or seriously injured pedestrian casualties impacted by cars were in "dark" light conditions. Seven accident scenarios were identified (each divided into "daylight" and "dark" light conditions) which included the majority of the car front-to-pedestrian crash configurations. Test scenarios were developed using the identified accident scenarios and relevant parameters. Hypothetical parameters were derived to describe the performance of pedestrian pre-crash systems based on the assumption that these systems are designed to avoid false positives as a very high priority, i.e. at virtually all costs. As result, three "Base Test Scenarios" were selected to be developed in detail in the AsPeCSS project. However, further Enhanced Test Scenarios may be needed to address environmental factors such as darkness if it is determined that system performance is sensitive to these factors. Finally, weighting factors for the accident scenarios for Europe (EU-27) were developed by averaging and extrapolation of the available data. This paper represents interim results of Work Package 1 within the AsPeCSS project.
Europe has benefited from a decreasing number of road traffic fatalities. However, the proportion of older road users increases steadily. In an ageing society, the SENIORS project aims to improve the safe mobility of older road users by determining appropriate requirements towards passive vehicle safety systems. Therefore, the characteristics of road traffic crashes involving the elderly people need to be understood. This paper focuses on car occupants and pedestrians or cyclists in crashes with modern passenger cars. Ten crash databases and four hospital statistics from Europe have been analysed to answer the questions on which body regions are most frequently and severely injured in the elderly, and specific injuries sustained by always comparing older (65 years and above) with midâ€aged road users (25â€64 years). It was found that the body region thorax is of particularly high importance for the older car occupant with injury severities of AIS2 or AIS3+, where as the lower extremities, head and the thorax need to be considered for older pedestrians and cyclists. Further, injury risk functions were provided. The hospital data analysis showed less difference between the age groups. The linkage between crash and hospital data could only be made on a general level as their inclusion criteria were quite different.
Cost benefit analysis
(2014)
Although the number of road accident casualties in Europe is falling the problem still remains substantial. In 2011 there were still over 30,000 road accident fatalities [EC 2012]. Approximately half of these were car occupants and about 60 percent of these occurred in frontal impacts. The next stage to improve a car- safety performance in frontal impacts is to improve its compatibility for car-to-car impacts and for collisions against objects and HGVs. Compatibility consists of improving both a car- self and partner protection in a manner such that there is good interaction with the collision partner and the impact energy is absorbed in the car- frontal structures in a controlled way which results in a reduction of injuries. Over the last ten years much research has been performed which has found that there are four main factors related to a car- compatibility [Edwards 2003, Edwards 2007]. These are structural interaction potential, frontal force matching, compartment strength and the compartment deceleration pulse and related restraint system performance. The objective of the FIMCAR FP7 EC-project was to develop an assessment approach suitable for regulatory application to control a car- frontal impact and compatibility crash performance and perform an associated cost benefit analysis for its implementation.
It is well known that most accidents with pedestrians are caused by the driver not being alert or misinterpreting the situation. For that reason advanced forward looking safety systems have a high potential to improve safety for this group of vulnerable road users. Active pedestrian protection systems combine reduction of impact speed by driver warning and/or autonomous braking with deployment of protective devices shortly before the imminent impact. According to the Euro NCAP roadmap the Autonomous Emergency Braking system tests for Pedestrians Protection will be set in force from 2016 onwards. Various projects and organisations in Europe are developing performance tests and assessment procedures as accompanying measures to the Euro NCAP initiative. To provide synthesised input to Euro NCAP so-called Harmonisation Platforms (HP-) have been established. Their main goal is to foster exchange of information on key subjects, thereby generating a clear overview of similarities and differences on the approaches chosen and, on that basis, recommend on future test procedures. In this paper activities of the Harmonisation Platform 2 on the development of Test Equipment are presented. For the testing targets that mimic humans different sensing technologies are required. A first set of specifications for pedestrian targets and the propulsion systems as collected by Harmonisation Platform 2 are presented together with a first evaluation for a number of available tools.
The presence and performance of Advanced Driver Assistance Systems (ADAS) has increased over last years. Systems available on the market address also conflicts with vulnerable road users (VRUs) such as pedestrians and cyclists. Within the European project PROSPECT (Horizon2020, funded by the EC) improved VRU ADAS systems are developed and tested. However, before determining systems" properties and starting testing, an up-to-date analysis of VRU crashes was needed in order to derive the most important Use Cases (detailed crash descriptions) the systems should address. Besides the identified Accident Scenarios (basic crash descriptions), this paper describes in short the method of deriving the Use Cases for car-to-cyclist crashes. Method Crashes involving one passenger car and one cyclist were investigated in several European crash databases looking for all injury severity levels (slight, severe and fatal). These data sources included European statistics from CARE, data on national level from Germany, Sweden and Hungary as well as detailed accident information from these three countries using GIDAS, the Volvo Cars Cyclist Accident database and Hungarian in-depth accident data, respectively. The most frequent accident scenarios were studied and Use Cases were derived considering the key aspects of these crash situations (e.g., view orientation of the cyclist and the car driver- manoeuvre intention) and thus, form an appropriate basis for the development of Test Scenarios. Results Latest information on car-to-cyclist crashes in Europe was compiled including details on the related crash configurations, driving directions, outcome in terms of injury severity, accident location, other environmental aspects and driver responsibilities. The majority of car-to-cyclist crashes occurred during daylight and in clear weather conditions. Car-to-cyclist crashes in which the vehicle was traveling straight and the cyclist is moving in line with the traffic were found to result in the greatest number of fatalities. Considering also slightly and seriously injured cyclists led to a different order of crash patterns according to the three considered European countries. Finally the paper introduced the Use Cases derived from the crash data analysis. A total of 29 Use Cases were derived considering the group of seriously or fatally injured cyclists and 35 Use Cases were derived considering the group of slightly, seriously or fatally injured cyclists. The highest ranked Use Case describes the collision between a car turning to the nearside and a cyclist riding on a bicycle lane against the usual driving direction. A unified European dataset on car-to-cyclist crash scenarios is not available as the data available in CARE is limited, hence national datasets had to be used for the study and further work will be required to extrapolate the results to a European level. Due to the large number of Use Cases, the paper shows only highest ranked ones.
For the assessment of vehicle safety in frontal collisions compatibility (which consists of self and partner protection) between opponents is crucial. Although compatibility has been analysed worldwide for over 10 years, no final assessment approach has been defined to date. Taking into account the European Enhanced Vehicle safety Committee (EEVC) compatibility and the final report to the steering committee on frontal impact [Faerber 2007] and the FP5 VC-COMPAT[Edwards 2007] project activities, two test approaches were identified as the most promising candidates for the assessment of compatibility. Both are composed of an off-set and a full overlap test procedure. In addition another procedure (a test with a moving deformable barrier) is getting more attention in current research programmes. The overall objective of the FIMCAR project is to complete the development of the candidate test procedures and propose a set of test procedures suitable for regulatory application to assess and control a vehicle- frontal impact and compatibility crash safety. In addition an associated cost benefit analysis will be performed. In the FIMCAR Deliverable D 3.1 [Adolph 2013] the development and assessment of criteria and associated performance limits for the full width test procedure were reported. In this Deliverable D3.2 analyses of the test data (full width tests, car-to-car tests and component tests), further development and validation of the full width assessment protocol and development of the load cell and load cell wall specification are reported. The FIMCAR full-width assessment procedure consists of a 50 km/h test against the Full Width Deformable Barrier (FWDB). The Load Cell Wall behind the deformable element assesses whether or not important Energy Absorbing Structures are within the Common Interaction Zone as defined based on the US part 581 zone. The metric evaluates the row forces and requires that the forces directly above and below the centre line of the Common Interaction Zone exceed a minimum threshold. Analysis of the load spreading showed that metrics that rely on sum forces of rows and columns are within acceptable tolerances. Furthermore it was concluded that the Repeatability and Reproducibility of the FWDB test is acceptable. The FWDB test was shown to be capable to detect lower load paths that are beneficial in car-to-car impacts.
In line with the new definition introduced by the European Commission (EC), the number of seriously injured road casualties in Germany for 2014 is assessed in this study. The number of MAIS3+ casualties is estimated by two different methodological approaches. The first approach is based on data from the German Inâ€Depth Accident Study (GIDAS), which is closely related to the German Road Traffic Accident Statistics. The second approach is based on data from the German TraumaRegister DGU-® (TRâ€DGU), which includes many more hospitals but not all MAIS3+ injuries.