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Qualität von on-trip Verkehrsinformationen im Straßenverkehr : BASt-Kolloquium 23. und 24.03.2011
(2011)
Am 23. und 24. März 2011 veranstaltete die Bundesanstalt fuer Straßenwesen ein, um die Ergebnisse der erwähnten Projekte und Initiativen präsentieren zu lassen und mit anderen Experten zu diskutieren. Der vorliegende Tagungsband fasst die Ergebnisse des Kolloquiums zur "Qualität von on-trip Verkehrsinformationen" zusammen. Die Bereitstellung von Verkehrsinformationen ist geprägt von vielen Akteuren. Die Wertschöpfungskette beginnt bei der Sammlung grundlegender Verkehrsdaten zur Erstellung von Verkehrsinformationen und setzt sich mit der Datenverarbeitung und -interpretation bis hin zur Meldungserstellung fort. Die Weitergabe kann über verschiedene Übertragungsmedien erfolgen und beim Nutzer (z.B. im Navigationsgerät) empfangen werden. Jeder einzelne Schritt der Wertschoepfungskette kann sowohl von unterschiedlichen Partnern (privat oder öffentlich) übernommen werden als auch in der Hand eines Partners liegen. Diese Komplexität der Zusammenarbeit spiegelt sich demzufolge auch in Qualitätsmanagementprozessen wider. Im Rahmen des Kolloquiums wurden zwei wesentliche Qualitätsaspekte näher betrachtet: - die Datenqualität mit dem Focus auf Aktualitaet, Stimmigkeit der Daten verglichen mit einer gemessenen Realitaet sowohl zu Beginn der Wertschöpfungskette als auch an jeglichen Schnittstellen, - die Prozessqualität, welche sich insbesondere mit der reibungslosen Datenübergabe an den Schnittstellen der Wertschoepfungskette beschäftigt. Beide Qualitätsaspekte helfen zu verstehen, worin die heutigen Qualitätsprobleme bestehen und welche Massnahmen im Einzelnen ergriffen werden müssten, um eine nachhaltige Verbesserung zu erreichen. Einerseits kann es vorkommen, dass die Information über ein Verkehrsereignis an einer oder mehreren Stellen der Wertschöpfungskette korrekt vorliegt, jedoch durch ungenuegende technische oder organisatorische Schnittstellen im Prozessablauf wieder verloren geht und dem Nutzer folglich nicht zur Verfügung steht. Prominentes Beispiel eines solchen Problems in der Prozessqualität ist die fehlerhafte Interpretation der Meldung im Navigationsgerät, denkbar sind solche Informationsverluste jedoch an jeder Stelle der Wertschoepfungskette. Eine wichtige Massnahme zur Verbesserung der Prozessqualität ist die Standardisierung sowie die Überprüfung, ob die definierten Standards an jeder Stelle der Wertschöpfungskette eingehalten werden. Andererseits kann es vorkommen, dass die Datenqualität in Bezug auf ihre Genauigkeit von Anfang an so schlecht ist, dass der Nutzer eine fehlerhafte oder gar keine Nachricht übermittelt bekommt. Beispiel hierfür ist die Vielzahl von Stauereignissen, die entweder nicht gesendet wurden oder gesendet wurden, obwohl sie nicht vorhanden waren. Eine wichtige Massnahme zur Verbesserung dieser Situation ist die Verbesserung der Ereignisdetektion. Der Tagungsband enthaelt Präsentationen, die den Status Quo analysieren, Methoden zur verbesserten Datenerfassung vorschlagen und Möglichkeiten zur Verbesserung von Daten- und Prozessqualität vorstellen. Offen geblieben sind darüber hinaus folgende Fragestellungen: - Wie kann die Prozessqualität der gesamten Wertschöpfungskette bei der Vielzahl der Partner kontrolliert werden? Wer überwacht die Wertschöpfungskette? Wird hierfuer überhaupt eine zentrale Stelle benötigt? Oder ist es ausreichend, wenn jeder Partner eine angemessene Eingangs bzw. Ausgangskontrolle durchführt? - Obwohl es nur eine Realität gibt, entsteht doch Wettbewerb über die (Qualität der) Information zu dieser Realität. Wie kann Konsistenz zwischen allen Anbietern von sicherheitsrelevanten Informationen erreicht werden? Wo sollte der Wettbewerb enden und wie kann dies technisch, organisatorisch und wirtschaftlich realisiert werden? - Welche Prozesse sollten geschaffen werden, um Partner zu integrieren, die sich nicht an geschaffene Qualitätsstandards halten (z.B. kommerzielle Diensteanbieter, die nicht mit der Verkehrsinformationsszene vernetzt sind)? - Und nicht zuletzt, wie kann die Wahrnehmung des Nutzers über verschiedene Qualitätslevel unterschiedlicher Produkte verbessert werden? Ist der Nutzer in der Lage, die unterschiedlichen Qualitätsstufen von Verkehrssystemen zu unterscheiden? Falls nicht, welche Art von Unterstuetzung braucht der Kunde? Ein "European Information Services Assessment Programme" vergleichbar zu Euro NCAP für Fahrzeuge? Die Ergebnisse des Kolloquiums sollen die laufende Diskussion um die Verbesserung der Qualität von Verkehrsinformationen unterstützen.
The objective was to develop and validate a crash trolley (reference vehicle) equipped with a compartment and a full restraint system for driver and front seat passenger which can be used in full scale crash testing. Furthermore, the crash trolley should have a suspension to show rotation and nick effects similar to real vehicles. Within the development phase the reference vehicle was build based on a European family car. Special attention was needed to provide appropriate strength to the trolley and its suspension. The reference vehicle is equipped with a restraint system consisting of airbags, pedals, seats, dashboard, and windscreen. On the front of the vehicle different crash barriers can be installed to provide miscellaneous deceleration pulses. For the validation phase a series of low and high speed crash tests with HIII dummies were conducted and compared with full scale tests. For the comparison deceleration pulse, dummy numbers and vehicle movement were analyzed. Validation tests with velocities up to 60 km/h showed promising results. The compartment and the suspension systems stayed stable. Rotation effects were comparable with full scale car crash tests. The airbags and seat belt system worked reasonable. The acceleration pulse compared to an Euro NCAP test had a similar characteristic but was in general slightly lower. After the successful validation the reference vehicle is already in use in different studies in the field of vehicle safety research at BASt.
In the European Project FIMCAR, a proposal for a frontal impact test configuration was developed which included an additional full width deformable barrier (FWDB) test. Motivation for the deformable element was partly to measure structural forces as well as to produce a severe crash pulse different from that in the offset test. The objective of this study was to analyze the safety performance of vehicles in the full width rigid barrier test (FWRB) and in the full width deformable barrier test (FWDB). In total, 12 vehicles were crashed in both configurations. Comparison of these tests to real world accident data was used to identify the crash barrier most representative of real world crashes. For all vehicles, the airbag visible times were later in the FWDB configuration. This was attributed to the attenuation of the initial acceleration peak, observed in FWRB tests, by the addition of the deformable element. These findings were in alignment with airbag triggering times seen in real world crash data. Also, the dummy loadings were slightly worse in FWDB compared to FWRB tests, which is possibly linked to the airbag firing and a more realistic loading of the vehicle crash structures in the FWDB configuration. Evaluations of the lower extremities have shown a general increasing of the tibia index with the crash pulse severity.
Frontal impact is still the most relevant impact direction in terms of injury causation amongst car occupants. Especially for car-to-car frontal impacts the mass ratio between the involved vehicles has a significant impact on the injury risk (the heavier the opponent car the higher the injury risk). In order to address this issue frontal Mobile Deformable Barrier test procedures have been developed world-wide (for example the MPDB procedure that was fully described during the FIMCAR Project). The objective of this study was to investigate how vehicles of different weight classes perform in a mobile barrier test procedure compared to a fixed barrier test procedure (the full width rigid and offset deformable barrier test). Beyond that, the influence of vehicle mass and vehicle deformation on injuries was evaluated based on real world accident data. Five vehicle types were selected and tested in a fixed offset test procedure (ODB), a full width rigid barrier test procedure (FWRB) and a mobile offset test procedure (MPDB). For the accident analyses data from the German In-Depth Accident Study (GIDAS) was evaluated with a focus on MAIS 2+ injured belted front row car (UN-R 94 compliant cars) occupants in frontal impact accidents. Test data indicates higher dummy loadings, in particular for the head acceleration and chest acceleration, in the MPDB test for the vehicles with a mass lighter than the trolley (1,500 kg) compared to the FWRB test. The trend of increased vehicle stiffness (especially illustrated by tests with the MPDB and small cars) shows the need of a further improvement of passive restraint systems to reduce the occupant loading and with it the injury risk. The analyzed GIDAS data confirm the higher injury risk for occupants in cars with an accident weight of less than 1,500 kg compared to those with a crash weight above 1,500 kg in car-to-car and car-to-object or car-to-HGV, respectively. Furthermore the injury risk increases with decreasing mass ratio (i.e., the opponent car is heavier) in car-to-car accidents. Independent from the higher injury risk, the risk for passenger compartment intrusion in frontal impact appears not to be independent on the crash weight of the car.
In general the passive safety capability is much greater in newer versus older cars due to the stiff compartment preventing intrusion in severe collisions. However, the stiffer structure which increases the deceleration can lead to a change in injury patterns. In order to analyse possible injury mechanisms for thoracic and lumbar spine injuries, data from the German Inâ€Depth Accident Study (GIDAS) were used in this study. A twoâ€step approach of statistical and caseâ€byâ€case analysis was applied for this investigation. In total 4,289 collisions were selected involving 8,844 vehicles, 5,765 injured persons and 9,468 coded injuries. Thoracic and lumbar spine injuries such as burst, compression or dislocation fractures as well as soft tissue injuries were found to occur in frontal impacts even without intrusion to the passenger compartment. If a MAIS 2+ injury occurred, in 15% of the cases a thoracic and/or lumbar spine injury is included. Considering AIS 2+ thoracic and lumbar spine, most injuries were fractures and occurred in the lumbar spine area. From the case by case analyses it can be concluded that lumbar spine fractures occur in accidents without the engagement of longitudinals, lateral loading to the occupant and/or very severe accidents with MAIS being much higher than the spine AIS.
Advancing active safety towards the protection of vulnerable road users: the PROSPECT project
(2017)
Accidents involving Vulnerable Road Users (VRU) are still a very significant issue for road safety. According to the World Health Organisation, pedestrian and cyclist deaths account for more than 25% of all road traffic deaths worldwide. Autonomous Emergency Braking Systems have the potential to improve safety for these VRU groups. The PROSPECT project (Proactive Safety for Pedestrians and Cyclists) aims to significantly improve the effectiveness of active VRU safety systems compared to those currently on the market by expanding the scope of scenarios addressed by the systems and improving the overall system performance. The project pursues an integrated approach: Newest available accident data combined with naturalistic observations and HMI guidelines represent key inputs for the system specifications, which form the basis for the system development. For system development, two main aspects are considered: advanced sensor processing with situation analysis, and intervention strategies including braking and steering. All these concepts are implemented in several vehicle prototypes. Special emphasis is put on balancing system performance in critical scenarios and avoiding undesired system activations. For system validation, testing in realistic scenarios will be done. Results will allow the performance assessment of the developed concepts and a cost-benefit analysis. The findings within the PROSPECT project will contribute to the generation of state -of-the-art knowledge, technical innovations, assessment methodologies and tools for advancing Advanced Driver Assistance Systems towards the protection of VRUs. The introduction of a new generation safety system in the market will enhance VRU road safety in 2020-2025, contributing to the "Vision Zero" objective of no fatalities or serious injuries in road traffic set out in the Transport White Paper. Furthermore, the test methodologies and tools developed within the project shall be considered for the New Car Assessment Programme (Euro NCAP) future roadmaps, supporting the European Commission goal of halving the road toll in the 2011-2020 timeframe.
According to the German road traffic regulations children up to the age of 12 or a height below 150 cm have to use approved and appropriate child restraint systems (CRS). CRS must be approved according to UN-ECE Regulation No. 44. The regulation classifies CRS in 5 weight categories. The upper weight group is approved for children from 22 to 36 kg. However, studies show that already today many children weigh more than 36 kg although they have not reached a height of 150 cm. Therefore, no ECE R44 approved CRS is available for these overweight children. In conclusion, today's sizes and weights of children are no longer represented by the current version of the ECE R44. The heaviest used dummy (P10) weighs just 32.6 kg and has a height of 137.9 cm. Statistical data of German children show that already 5% of the children at a height of 137.9 cm have a weight above 45.3 kg. Regarding children at a height of 145 cm, the 95th percentile limit is at a weight of 53.3 kg. Based on these data 4 dummies with different heights and weights were defined and produced. Two of them are overweight. Up to now, there is no experience how current child restraint systems perform in a car crash if they are used by children with a weight above 36 kg and a height smaller than 150 cm. In the future, different child restraint systems will be tested with respect to the ECE R44 regulation using these overweight dummies.
The UN Regulation No. 79 is going to be amended to allow automatically commanded steering functions (ACSF) at speeds above 10 km/h. Hence, requirements concerning the approval of automatically performed steering manoeuvres have to be set in order to allow safe use of automatic steering on public roads as well as improve overall road safety for the driver and the surroundings. By order of the German Federal Ministry of Transport and Digital Infrastructure (BMVI), BASt developed and verified physical test procedures for automatic steering to be implemented in UN Regulation No. 79. The usability of currently available test tools was examined. The paper at hand describes these test procedures and presents results from verification tests. The designated tests are divided in three sections: functionality tests, verifications for the transition of control and emergency tests. System functionality tests are auto matic lane keeping, automatic lane change and an automatic abort of an initiated lane change due to traffic. Those tests check if the vehicle remains in its lane (under normal operating conditions), is able to perform safe automatic lane change manoeuvres and if it considers other road users during its manoeuvres. Transition tests examine the vehicle's behaviour when the driver fails to monitor the system and in situations when the system has to hand over the steering control back to the driver. For instance these tests provoke driver-in-the-loop requests by approaching system boundary limitations, like missing lane markings, surpassing maximum lateral acceleration in a bend or even a major system failure. Even further the driver and his inputs are monitored and if the system detects that he is overriding system actions or contrary want to quit the driving task and unfastens the seat belt, it has to shut down and put the human back into manually control and the responsibility of driving. The last series of test consists of two emergency situations in which the system has to react to a time critical event: A hard decelerating vehicle and a stationary vehicle in front both with no lane change possibility for the ACSF vehicle. Some of the tests, especially the emergency manoeuvres, require special target vehicles and propulsion systems. Since no fully automatic steering vehicles are available, a current Mercedes E-Class with Mercedes' "drive pilot" system was used. It was shown that the vehicle is automatically able to brake to a full stop towards a static Euro NCAP target from partial-automatic driving at 90 km/h, that it could brake towards a rapidly decelerating lead vehicle when travelling at 70 km/h, that it was able during partially automatic driving to remain in its lane in normal operation conditions and to perform a automatic (driver initiated) lane change while surveilling the driver- activities.
Die Kommunikation zwischen Fahrzeugen und Infrastrukturkomponenten steht vor der Einführung in Europa. Dieser Beitrag stellt zunächst die grundlegende Technologie zum Austausch von Nachrichten und ein Pilotprojekt vor, innerhalb dessen eine sichere Fahrzeug-zu-Infrastruktur Kommunikation konzipiert und praktisch erprobt wird. Darauf aufbauend werden Sicherheitsfragestellungen von Infrastrukturkomponenten beleuchtet und ein Einblick in das Schlüsselmanagement sowohl für Fahrzeuge als auch Infrastrukturkomponenten gegeben.
Regarding to the German road traffic licensing regulations it is mandatory to have a light system using a bicycle in public traffic. All attached components must be approved. The admission requires additional restrictions such as a dynamo as energy source with a nominal voltage of 6 V. Batteries are only allowed in addition to this. To adopt the German bicycle regulation to the state of art of an energy efficient lighting, additional power sources such as a battery respectively rechargeable batterie should be evaluated. The project will propose amendments for German Road Traffic Regulations and technical requirements.