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Erscheinungsjahr
Dokumenttyp
- Konferenzveröffentlichung (637) (entfernen)
Schlagworte
- Conference (386)
- Konferenz (382)
- Germany (212)
- Deutschland (209)
- Unfall (188)
- Accident (187)
- Safety (123)
- Sicherheit (122)
- Injury (117)
- Verletzung (117)
- Unfallrekonstruktion (90)
- Bewertung (82)
- Evaluation (assessment) (79)
- Statistics (73)
- Statistik (72)
- Vehicle (72)
- Analyse (math) (71)
- Fahrzeug (71)
- Schweregrad (Unfall, Verletzung) (71)
- Analysis (math) (70)
- Severity (accid, injury) (69)
- Fußgänger (65)
- Pedestrian (65)
- Test method (63)
- Prüfverfahren (62)
- Simulation (62)
- Tödlicher Unfall (62)
- Fatality (61)
- Driver (60)
- Reconstruction (accid) (60)
- Datenbank (58)
- Test (58)
- Unfallverhütung (58)
- Fahrer (57)
- Versuch (57)
- injury) (53)
- Accident prevention (52)
- Datenerfassung (52)
- Data acquisition (51)
- Verletzung) (51)
- Schweregrad (Unfall (50)
- Car (49)
- Europa (49)
- Europe (49)
- Severity (accid (49)
- Anfahrversuch (48)
- Collision (47)
- On the spot accident investigation (47)
- Untersuchung am Unfallort (45)
- Ursache (45)
- Zusammenstoß (45)
- Cause (44)
- Active safety system (41)
- Impact test (veh) (41)
- Radfahrer (41)
- Frontalzusammenstoß (40)
- Passives Sicherheitssystem (40)
- Aktives Sicherheitssystem (39)
- Data bank (38)
- Head on collision (38)
- Cyclist (37)
- Fahrerassistenzsystem (37)
- Richtlinien (37)
- Risiko (37)
- Specifications (37)
- Passive safety system (36)
- Leistungsfähigkeit (allg) (35)
- Method (35)
- Risk (35)
- Geschwindigkeit (34)
- Improvement (34)
- Prevention (34)
- Verfahren (34)
- Driver assistance system (33)
- Speed (33)
- Verbesserung (33)
- Efficiency (32)
- Accident reconstruction (30)
- Behaviour (30)
- Legislation (30)
- Verhalten (30)
- Driving aptitude (29)
- Gesetzgebung (29)
- Insasse (28)
- Alte Leute (27)
- Kind (27)
- Measurement (27)
- Motorcyclist (27)
- Motorradfahrer (27)
- Bridge (26)
- Child (26)
- Messung (26)
- Old people (26)
- Pkw (26)
- Anthropometric dummy (24)
- Dummy (24)
- Fahrzeugführung (24)
- Vehicle occupant (24)
- Verminderung (23)
- Berechnung (22)
- Development (22)
- Entwicklung (22)
- Forschungsarbeit (22)
- Accident rate (21)
- Biomechanics (21)
- Biomechanik (21)
- Brücke (21)
- Calculation (21)
- Decrease (21)
- Driving (veh) (21)
- EU (21)
- Interview (21)
- PKW (21)
- Planning (21)
- Research project (21)
- Traffic (21)
- Verkehr (21)
- Erziehung (20)
- Planung (20)
- Seitlicher Zusammenstoß (20)
- Unfallhäufigkeit (20)
- Verhütung (20)
- Belastung (19)
- Benutzung (19)
- Brustkorb (19)
- Droge (19)
- Drugs (19)
- Education (19)
- Load (19)
- Prognose (19)
- Risikobewertung (19)
- Sicherheitsgurt (19)
- Side impact (19)
- Use (19)
- Database (18)
- Lorry (18)
- Risk assessment (18)
- Fahranfänger (17)
- Fahrtauglichkeit (17)
- Head (17)
- International (17)
- Kopf (17)
- Motorrad (17)
- Recently qualified driver (17)
- Thorax (17)
- Dauerhaftigkeit (16)
- Deformation (16)
- Durability (16)
- Forecast (16)
- Motorcycle (16)
- Rechenmodell (16)
- Repair (16)
- Safety belt (16)
- Standardisierung (16)
- Tunnel (16)
- Unterhaltung (16)
- Auffahrunfall (15)
- Digital model (15)
- Drunkenness (15)
- Leg (human) (15)
- Maintenance (15)
- Mathematical model (15)
- Medical aspects (15)
- Medizinische Gesichtspunkte (15)
- Modification (15)
- Numerisches Modell (15)
- Rear end collision (15)
- Road construction (15)
- Sachschaden (15)
- Straßenbau (15)
- Trunkenheit (15)
- Verformung (15)
- Verkehrsinfrastruktur (15)
- Arzneimittel (14)
- Bemessung (14)
- Damage (14)
- Driver training (14)
- Error (14)
- Highway (14)
- Medication (14)
- Norm (tech) (14)
- Road network (14)
- Straße (14)
- Straßennetz (14)
- Veränderung (14)
- Adolescent (13)
- Airbag (13)
- Construction (13)
- Design (overall design) (13)
- Einstellung (psychol) (13)
- Human factor (13)
- Illness (13)
- Information (13)
- Instandsetzung (13)
- Jugendlicher (13)
- Krankheit (13)
- Lkw (13)
- Menschlicher Faktor (13)
- Metal bridge (13)
- Politik (13)
- Stahlbrücke (13)
- Standardization (13)
- Transport infrastructure (13)
- Verkehrsteilnehmer (13)
- Antikollisionssystem (12)
- Ausrüstung (12)
- Bau (12)
- Bremsung (12)
- Detection (12)
- Driver information (12)
- Equipment (12)
- Fahrausbildung (12)
- Fahrzeugsitz (12)
- Fehler (12)
- Impact study (12)
- Kontrolle (12)
- Medizinische Untersuchung (12)
- Policy (12)
- Road user (12)
- Schutzhelm (12)
- Skill (road user) (12)
- Wirtschaftlichkeitsrechnung (12)
- Überschlagen (12)
- Attitude (psychol) (11)
- Bein (menschl) (11)
- Braking (11)
- Collision avoidance system (11)
- Condition survey (11)
- Cost benefit analysis (11)
- Crash helmet (11)
- Expert opinion (11)
- Gutachten (11)
- Knotenpunkt (11)
- Medical examination (11)
- Orthotropic plate (11)
- Rigid pavement (11)
- Seat (veh) (11)
- Steifigkeit (11)
- Stiffness (11)
- Verwaltung (11)
- Administration (10)
- Age (10)
- Air pollution (10)
- Alter (10)
- Autobahn (10)
- Autonomes Fahren (10)
- Autonomous driving (10)
- Betonstraße (Oberbau) (10)
- Cracking (10)
- Earthworks (10)
- Fahrerinformation (10)
- Kompatibilität (10)
- Lebenszyklus (10)
- Luftverunreinigung (10)
- Nitrogen oxide (10)
- Overturning (veh) (10)
- Rissbildung (10)
- Sensor (10)
- Surfacing (10)
- Surveillance (10)
- Technologie (10)
- Technology (10)
- Tragfähigkeit (10)
- Vehicle regulations (10)
- Weather (10)
- Zustandsbewertung (10)
- Air bag (restraint system) (9)
- Austria (9)
- Automatisch (9)
- Bearing capacity (9)
- Blood alcohol content (9)
- Blutalkoholgehalt (9)
- Boden (9)
- Chemical analysis (9)
- Classification (9)
- Compatibility (9)
- Concrete (9)
- Detektion (9)
- Erdarbeiten (9)
- Front (9)
- Interior (veh) (9)
- Japan (9)
- Krankenhaus (9)
- Life cycle (9)
- Lärm (9)
- Motorway (9)
- Noise (9)
- Organisation (9)
- Soil (9)
- Specification (standard) (9)
- Stickoxid (9)
- Straßenverkehr (9)
- Technische Vorschriften (Kraftfahrzeug) (9)
- Umwelt (9)
- Wirbelsäule (9)
- Witterung (9)
- Österreich (9)
- Automatic (8)
- Bauwerk (8)
- Beton (8)
- Chemische Analyse (8)
- Decke (Straße) (8)
- Environment (8)
- Erfahrung (menschl) (8)
- Erste Hilfe (8)
- Experience (human) (8)
- Fahreignung (8)
- Fahrstabilität (8)
- Fahrzeuginnenraum (8)
- Fracture (bone) (8)
- Führerschein (8)
- Grenzwert (8)
- Hospital (8)
- Human body (8)
- Information documentation (8)
- Junction (8)
- Klassifizierung (8)
- Knee (human) (8)
- Knochenbruch (8)
- Limit (8)
- Menschlicher Körper (8)
- Mobility (8)
- Mobilität (8)
- Oberflächentextur (8)
- Official approval (8)
- Quality assurance (8)
- Qualitätssicherung (8)
- Software (8)
- Surface texture (8)
- USA (8)
- Vehicle handling (8)
- Vereinigtes Königreich (8)
- Wasser (8)
- Water (8)
- Wirksamkeitsuntersuchung (8)
- Blood (7)
- Blut (7)
- Brücken Management System (7)
- Driving licence (7)
- Eigenschaft (7)
- Engineering structure (7)
- Fahrgeschicklichkeit (7)
- Frau (7)
- Halswirbel (7)
- Impact test (7)
- Ort (Position) (7)
- Orthotrope Fahrbahntafel (7)
- Probability (7)
- Properties (7)
- Psychologie (7)
- Psychology (7)
- Quality (7)
- Qualität (7)
- Reaction (human) (7)
- Rehabilitation (7)
- Road traffic (7)
- Sichtbarkeit (7)
- Straßenentwurf (7)
- Straßenverkehrsrecht (7)
- Traffic regulations (7)
- Sichtbarkeit (7)
- Wahrscheinlichkeit (7)
- Welding (7)
- Abbiegen (6)
- Attention (6)
- Aufmerksamkeit (6)
- Bicycle (6)
- Bremse (6)
- Bridge deck (6)
- Bridge management system (6)
- Cervical vertebrae (6)
- China (6)
- Continuous (6)
- Correlation (math, stat) (6)
- Crashtest (6)
- Decision process (6)
- Drainage (6)
- Echtzeit (6)
- Economic efficiency (6)
- Emission control (6)
- Entscheidungsprozess (6)
- Entwässerung (6)
- Fahrbahntafel (6)
- Fahrrad (6)
- Fernverkehrsstraße (6)
- Finite element method (6)
- First aid (6)
- Fuge (6)
- Genauigkeit (6)
- Gesetzesdurchführung (6)
- Highway design (6)
- Impact sled (6)
- India (6)
- Indien (6)
- Joint (structural) (6)
- Knie (menschl) (6)
- Kontinuierlich (6)
- Kosten (6)
- Kraftfahrzeug (6)
- Laboratorium (6)
- Leistungsfähigkeit (Fahrer) (6)
- Location (6)
- Main road (6)
- Nacht (6)
- Night (6)
- Oberfläche (6)
- Perception (6)
- Portugal (6)
- Reaktionsverhalten (6)
- Real time (6)
- Schutzeinrichtung (6)
- Schweden (6)
- Schweissen (6)
- Spinal column (6)
- Stadt (6)
- Stress (psychol) (6)
- Surface (6)
- Temperatur (6)
- Temperature (6)
- United Kingdom (6)
- Urban area (6)
- Vorn (6)
- Wahrnehmung (6)
- Wirtschaftlichkeit (6)
- Woman (6)
- Addiction (5)
- Analyse (Math) (5)
- Angle (5)
- Arbeitsgruppe (5)
- Aufprallschlitten (5)
- Automatische Notbremsung (5)
- Baumusterzulassung (5)
- Bauweise (5)
- Beam (5)
- Beschichtung (5)
- Body (car) (5)
- Brake (5)
- Coating (5)
- Communication (5)
- Construction method (5)
- Corrosion (5)
- Cost (5)
- Deformierbare Barriere (Anpralltest) (5)
- Delivery vehicle (5)
- EU directive (5)
- Eins (5)
- Electric vehicle (5)
- Electronic stability program (5)
- Elektrofahrzeug (5)
- Emissionskontrolle (5)
- Enforcement (law) (5)
- Fahrtüchtigkeit (5)
- Festigkeit (5)
- Fire (5)
- Forschungsbericht (5)
- France (5)
- Frankreich (5)
- Griffigkeit (5)
- Intelligent transport system (5)
- Kamera (5)
- Karosserie (5)
- Kommunikation (5)
- Korrelation (math, stat) (5)
- Korrosion (5)
- Laboratory (not an organization) (5)
- Landstraße (5)
- Methode der finiten Elemente (5)
- Modell (5)
- Nanotechnologie (5)
- Nanotechnology (5)
- Oberbau (5)
- Offender (5)
- One (5)
- Oxid (5)
- Oxide (5)
- Pavement (5)
- Police (5)
- Polizei (5)
- Post crash (5)
- Rehabilitation (road user) (5)
- Reinforcement (gen) (5)
- Research report (5)
- Risk taking (5)
- Rural road (5)
- Schallpegel (5)
- Schutz (5)
- Sound level (5)
- Specification (Standard) (5)
- Stahl (5)
- Steel (5)
- Strength (mater) (5)
- Stress (5)
- Süchtigkeit (5)
- Titan (5)
- Titanium (5)
- Umweltschutz (5)
- Vegetation (5)
- Verstärkung (allg) (5)
- Winkel (5)
- Working group (5)
- Abdomen (4)
- Accuracy (4)
- Adaptation (psychol) (4)
- Alcohol test (4)
- Alkoholtest (4)
- Anpassung (psychol) (4)
- Asphaltstraße (Oberbau) (4)
- Autonomous emergency braking (4)
- Balken (4)
- Baustoff (4)
- Berufsausübung (4)
- Bicyclist (4)
- Blech (4)
- Camera (4)
- Carriageway (4)
- Coefficient of friction (4)
- Collision test (veh) (4)
- Compliance (specif) (4)
- Composite bridge (4)
- Concentration (chem) (4)
- Contact (tyre road) (4)
- Contract (4)
- Cycle track (4)
- Deformable barrier (impact test) (4)
- Digitale Bildverarbeitung (4)
- Distraction (4)
- Dynamics (4)
- Dynamik (4)
- Elektronisches Stabilitätsprogramm (4)
- Emission (4)
- Entdeckung (4)
- Environment protection (4)
- Ermüdung (mater) (4)
- Estimation (4)
- European Union (4)
- Fahrbahn (4)
- Fahrdatenschreiber (4)
- Feinstaub (4)
- Finanzierung (4)
- Frequency (4)
- Gefahrenabwehr (4)
- Geschichte (4)
- Gestaltung (4)
- Gewicht (4)
- Hazard (4)
- Herstellung (4)
- Hinten (4)
- History (4)
- Immission (4)
- Information management (4)
- LKW (4)
- Langfristig (4)
- Layout (4)
- Lebensdauer (4)
- Lieferfahrzeug (4)
- Long term (4)
- Man (4)
- Mann (4)
- Manufacture (4)
- Material (constr) (4)
- Occupant (veh) (4)
- Occupation (4)
- Orthotrope Platte (4)
- Overtaking (4)
- Particulate matter (4)
- Pavement Management System (4)
- Personal (4)
- Personality (4)
- Personnel (4)
- Persönlichkeit (4)
- Platte (4)
- Pollution concentration (4)
- Psychological aspects (4)
- Psychologische Gesichtspunkte (4)
- Public transport (4)
- Quer (4)
- Radweg (4)
- Rear (4)
- Regression analysis (4)
- Regressionsanalyse (4)
- Reibungsbeiwert (4)
- Reifen (4)
- Reproducibility (4)
- Reproduzierbarkeit (4)
- Safety fence (4)
- Sample (mater) (4)
- Schrägseilbrücke (4)
- Security (4)
- Seite (4)
- Sheet (metal) (4)
- Skidding resistance (4)
- Slab (4)
- Stayed girder bridge (4)
- Steife (Brücke) (4)
- Sweden (4)
- Telekommunikation (4)
- Theorie (4)
- Theory (4)
- Traffic control (4)
- Transverse (4)
- Tyre (4)
- Tyre tread (4)
- Unfallfolgemaßnahme (4)
- Unterfahrschutz (4)
- Unterleib (4)
- Verbundbrücke (4)
- Verkehrssteuerung (4)
- Vorschrifteneinhaltung (4)
- Warning (4)
- Weight (4)
- Wirkungsanalyse (4)
- Öffentlicher Verkehr (4)
- Überholen (4)
- Abdichtung (3)
- Abkommen von der Fahrbahn (Unfall) (3)
- Ablenkung (psychol) (3)
- Accident proneness (3)
- Accompanied driving (3)
- Activity report (3)
- Advanced driver assistance system (3)
- Aggression (psychol) (3)
- Animal (3)
- Auftrag (3)
- Ausbesserung (3)
- Ausdehnung (mater) (3)
- Australia (3)
- Australien (3)
- Autonomes Fahrzeug (3)
- Autonomous vehicle (3)
- Bauwerksmonitoring (3)
- Befreiung (Bergung) (3)
- Begleitetes Fahren (3)
- Behinderter (3)
- Bein (3)
- Beinahe Unfall (3)
- Bituminous mixture (3)
- Blickfeld (3)
- Brand (3)
- Brückenbelag (3)
- Budget (3)
- Bus (3)
- CEN (3)
- Cable (3)
- Case law (3)
- Cement (3)
- Chromatographie (3)
- Chromatography (3)
- Crash test (3)
- Cross section (3)
- Czech Republic (3)
- Data base (3)
- Data processing (3)
- Datenverarbeitung (3)
- Datenübertragung (telekom) (3)
- EU-Richtlinie (3)
- Effectiveness (3)
- Electronic driving aid (3)
- Elektronische Fahrhilfe (3)
- Emergency (3)
- Empfindlichkeit (3)
- Ergonomics (3)
- Event data recorder (road vehicle) (3)
- Expansion (3)
- Experimental road (3)
- Extrication (3)
- Fahrbahnmarkierung (3)
- Fahrbahnüberquerung (3)
- Fahrsimulator (3)
- Fahrzeugrückhaltesystem (3)
- Fatigue (human) (3)
- Fatigue (mater) (3)
- Field of vision (3)
- Financing (3)
- Flexible pavement (3)
- Frequenz (3)
- Fugenfüllung (3)
- Führerscheinentzug (3)
- Gefahr (3)
- Gemeindeverwaltung (3)
- Geomembran (3)
- Geomembrane (3)
- Geschwindigkeitsbeschränkung (3)
- Gesetzesübertretung (3)
- Government (national) (3)
- Grundwasser (3)
- Harmonisation (3)
- Head restraint (3)
- In situ (3)
- Installation (3)
- Intelligentes Transportsystem (3)
- Intersection (3)
- Kleidung (3)
- Kontakt Reifen Straße (3)
- Konzentration (chem) (3)
- Kopfstütze (3)
- Korea (Süd) (Demokratische Republik) (3)
- Kunststoff (3)
- Lenken (Fahrzeug) (3)
- Local authority (3)
- Longitudinal (3)
- Längs (3)
- Lärmschutzwand (3)
- Messgerät (3)
- Model (not math) (3)
- Montage (3)
- Müdigkeit (3)
- Near miss (3)
- Netherlands (3)
- Niederlande (3)
- Noise barrier (3)
- Notfall (3)
- Offence (3)
- Organization (3)
- Organization (Association) (3)
- Overlapping (3)
- Passenger (3)
- Pavement management system (3)
- Plastic material (3)
- Population (3)
- Probe (3)
- Prototyp (3)
- Prototype (3)
- Psychological examination (3)
- Psychologische Untersuchung (3)
- Querschnitt (3)
- Radio (3)
- Rechtsprechung (3)
- Rechtsübertreter (3)
- Recording (3)
- Recycling (3)
- Recycling (mater) (3)
- Reifenprofil (3)
- Reinforcement (in mater) (3)
- Republic of Korea (3)
- Retraining of drivers (3)
- Risikoverhalten (3)
- Run off the road (accid) (3)
- Rundfunk (3)
- Seepage (3)
- Sensitivity (3)
- Severity (acid (3)
- Shock (3)
- Sickerung (3)
- Simulator (driving) (3)
- Spain (3)
- Spanien (3)
- Speed limit (3)
- Steering (process) (3)
- Stiffener (Bridge) (3)
- Straßenseitenfläche (3)
- Structural health monitoring (3)
- Telecommunication (3)
- Tier (3)
- Time (3)
- Traffic count (3)
- Tragschicht (3)
- Trapezoidal beam (3)
- Tschechische Republik (3)
- Turn (3)
- Turning (3)
- Umweltverträglichkeitsprüfung (3)
- Unfallneigung (3)
- Unfallschwerpunkt (3)
- United kingdom (3)
- Vehicle restraint system (3)
- Verkehrserhebung (3)
- Verschiebung (3)
- Versuchspuppe (3)
- Versuchsstrecke (3)
- Vorne (3)
- Warnung (3)
- Waterproofing (3)
- Wet road (3)
- Zeit (3)
- Zement (3)
- Absorption (2)
- Abstandsregeltempomat (2)
- Acceleration (2)
- Accident black spot (2)
- Accident data (2)
- Achslast (2)
- Active safety (2)
- Adult (2)
- Ageing (2)
- Aggressiveness (psychol) (2)
- Aktive Sicherheit (2)
- Alcohol (2)
- Alcolock (2)
- Alkohol (2)
- Alterung (mater) (2)
- Anthropmetric dummy (2)
- Anti locking device (2)
- Antiblockiereinrichtung (2)
- Asphaltoberbau (2)
- Audit (2)
- Aufzeichnung (2)
- Ausführungsfehler (2)
- Ausschreibung (2)
- Axle load (2)
- Ballungsgebiet (2)
- Battery (2)
- Bepflanzung (2)
- Beschleunigung (2)
- Bevölkerung (2)
- Bewehrung (2)
- Bindemittel (2)
- Binder (2)
- Bituminöses Mischgut (2)
- Black ice (2)
- Blendung (2)
- Blutkreislauf (2)
- Bremsweg (2)
- Bridge surfacing (2)
- Bruch (mech) (2)
- Böschung (2)
- Calibration (2)
- Carriageway marking (2)
- Catalysis (2)
- Circulation (blood) (2)
- Clothing (2)
- Coach (2)
- Coefficient (2)
- Comprehension (2)
- Compression (2)
- Confiscation (driving licence) (2)
- Contractor (2)
- Control (2)
- Conurbation (2)
- Costs (2)
- Crash Test (2)
- Crash victim (2)
- Cross roads (2)
- Crossing the road (2)
- Cycling (2)
- Damping (2)
- Data security (2)
- Data transmission (telecom) (2)
- Datenbasis (2)
- Datensicherheit (2)
- Defect (tech) (2)
- Depth (2)
- Deterioration (2)
- Deutschalnd (2)
- Diabetes (2)
- Digital image processing (2)
- Disablement (2)
- Dreidimensional (2)
- Driving (2)
- Driving test (2)
- Durchlässigkeit (2)
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Institut
The number of injuries sustained by car occupants involving the head, thorax, spine, pelvis and the upper limbs have been reduced significantly during recent years. This is probably due to better safety features in the cars, especially the availability and usage of safety belts, airbags etc. Therefore one can notice clinically a relative increase in survivors of severe frontal crashes, but many of them have injuries to the lower extremities. To verify this, we analyzed the foot and ankle injuries of front seat passengers.
Adverse weather could impair the performance of many important parts in road transportation. In a tropical country, the threats posed by the weather phenomenon can be viewed from a different perspective as the situation may not be as extreme as snow-related problems or excessive temperature in other countries. Specifically in Malaysia, the situation may be underestimated due to several reasons such as the deficiencies in accident reporting and lack of research work. This background research has looked into various publications as well as related data to explain the need of more comprehensive research in the future.
A concept for Safe-Driving-Trainings with a focus on risky behavior and safety related attitudes has been evaluated. 519 participants have been tested before and after the training by means of a questionnaire with the topics: technical driving competence, awareness of risks, and propensity for anticipation. A control group (131 subjects) was used to check for the possibility of response artifacts. Three months later, 92 members of the treatment group and 25 members of the control group have been tested again. The results show significant positive changes in driving competence, risk awareness, and safety related attitudes, especially anticipation, due to the training. Compared to the control group the participants have become more risk aware and they regard of risk avoiding behavior as more important. The results show that this concept for Safe-Driving-Trainings has not only short-term but, more importantly, long-term positive effects on the safety-relevant attitudes and cognitions of young drivers.
Europa bedeutet nicht nur eine gemeinsame Währung, sondern auch die Schaffung eines gemeinsamen Marktes verbunden mit dem Abbau von Handelshemmnissen. Dies bedeutet für Produkte aus dem Bereich Straßenausstattung, dass die unterschiedlichen nationalen Anforderungen durch einheitliche europäische Anforderungen ersetzt werden. Nationale Freigaben scheinen daher nicht im Sinne Europas zu sein, da durch zusätzliche nationale Anforderungen Handelshemmnisse eher aufgebaut als abgebaut werden. Die nationalen Freigaben im Bereich Straßenausstattung dienen jedoch nicht dem Aufbau neuer Handelshemmnisse, sondern der Umsetzung europäischer Vorgaben auf nationaler Ebene. Durch die mithilfe der nationalen Freigaben getroffene Vorauswahl können bereits während der Ausschreibungsphase Produkte erkannt werden, die die nationalen Randbedingungen nicht erfüllen beziehungsweise beim Einsatz zu Kompatibilitätsproblemen führen. Um dies zu verdeutlichen, werden exemplarisch für den Bereich Straßenausstattung die europäischen Anforderungen sowie die zusätzlichen Anforderungen aus den nationalen Freigaben für Fahrzeug-Rückhaltesysteme, Verkehrszeichenfolien und Fahrbahnmarkierungen betrachtet.
Assessment of the effectiveness of Intersection Assistance Systems at urban and rural accident sites
(2015)
An Intersection Collision Avoidance System is a promising safety system for accident avoidance or injury mitigation at junctions. However, there is still a lack of evidence of the effectiveness, due to the missing real accident data concerning Advanced Driver Assistance Systems. The objective of this study is the assessment of the effectiveness of an Intersection Collision Avoidance System based on real accidents. The method used is called virtual pre-crash simulation. Accidents at junctions were reconstructed by using the numerical simulation software PC-Crashâ„¢. This first simulation is called the baseline simulation. In a second step the vehicles of these accidents were equipped with an Intersection Collision Avoidance System and simulated again. The second simulation is called the system simulation. In the system simulation two different sensors and four different intervention strategies were used, based on a time-to-collision approach. The effectiveness of Intersection Collision Avoidance System has been evaluated by using an assessment function. On average 9% of the reviewed junction accidents could have been avoided within the system simulations. The other simulation results clearly showed a change in the principal direction of force, delta-v and reduction of the injury severity.
Die Ermittlung einer voraussichtlichen Restnutzungsdauer von Verkehrsbefestigungen und somit der Abschätzung des Eingreifzeitpunktes für eine grundhafte Erneuerung ist ohne die Kenntnis der strukturellen Substanz nur sehr unzureichend zu bewerkstelligen. Mit Vorliegen des Entwurfes zu den "Richtlinien zur Bewertung der strukturellen Substanz des Oberbaus von Verkehrsflächen in Asphaltbauweise" (RSO Asphalt) ist zwar ein hierfür nutzbares Verfahren verfügbar, allerdings basiert dieses auf der Analyse von Laborversuchen an den aus Streckenabschnitten zu entnehmenden Bohrkernen, wodurch eine netzweite Anwendung nicht praktikabel ist. Um trotzdem einen umfassenden Einsatz zu ermöglichen und eine deutliche Verbesserung gegenüber bisherigen Verfahren herbeizuführen, können aber begründete Annahmen zu den Materialkennwerten getroffen werden. Alle weiteren Eingangsdaten des Verfahrens decken sich mit denen des bisherigen. Deren Vollständigkeit und Plausibilität muss zukünftig mehr Bedeutung zugemessen werden.
Test and assessment procedures for passive pedestrian protection of passenger cars are in place for many years within world-wide regulations as well as consumer test programmes. Nevertheless, recent accident investigations show a stagnation of pedestrian fatality numbers on European roads alongside increasing injury severities for older road users. The EU-funded SENIORS (Safety ENhancing Innovations for Older Road userS) project developed and evaluated a thorax injury prediction tool (TIPT) for later incorporation within test and assessment procedures. Accident data indicates an increasing portion of AIS2 and AIS3+ thoracic injuries of older pedestrians and cyclists which are currently not assessed in any test procedure for vulnerable road users. Therefore, SENIORS focused on the development of a test tool predicting the risk of rib fractures of vulnerable road users (VRU). While injury risk functions were reanalyzed, human body model (HBM) simulations against categorized generic vehicle frontends served as input for the definition of test setups and corresponding impact parameters. TIPT component tests against a generic frontend and an actual vehicle were used for the evaluation of the technical feasibility. The TIPT component tests shows the general feasibility of a test procedure for the assessment of thoracic injuries, with good repeatability and reproducibility of kinematics and results. Impact parameters such as the inclination angles of the thorax, angles of the velocity vector and impact speeds well replicate the parameters gained from the HBM simulations. The proposed markup and assessment scheme offers the possibility of a homogeneous evaluation of the protection potential of vehicle frontends while maintaining justifiable testing efforts. During evaluation testing, the proposed requirements were entirely met. The developed prototype of TIPT and launching system offer impact angles and speeds as suggested by HBM simulations. However, since thorax impacts during pedestrian accidents do not occur perpendicularly to the vehicle surface in most cases, the TIPT built-in linear potentiometers do not acquire the true resultant intrusions on the ribcage and thus, TIPT rib deflections do not reflect the actual human injury risk. However; for the impact forward to the bonnet leading edge, the TIPT seems applicable without further modifications. The test and assessment procedures using the TIPT offer for the first time the possibility of replicating the kinematics of a pedestrian thorax with a component test. The developed assessment scheme gives a first indication on how the risk for thoracic injuries could be implemented within the Euro NCAP Box 3 assessment. Future development of the TIPT may focus on implementing a rib cage that can deflect in all axes in a humanlike way.
Since the beginning of the testing activities related to passive pedestrian safety, the width of the test area being assessed regarding its protection level for the lower extremities of vulnerable road users has been determined by geometrical measurements at the outer contour of the vehicle. During the past years, the trend of a decreased width of the lower extremity test and assessment area realized by special features of the outer vehicle frontend design could be observed. This study discusses different possibilities for counteracting this development and thus finding a robust definition for this area including all structures with high injury risk for the lower extremities of vulnerable road users in the event of a collision with a motor vehicle. While Euro NCAP is addressing the described problem by defining a test area under consideration of the stiff structures underneath the bumper fascia, a detailed study was carried out on behalf of the European Commission, aiming at a robust, worldwide harmonized definition of the bumper test area for legislation, taking into account the specific requirements of different certification procedures of the contracting parties of the UN/ECE agreements from 1958 and 1998. This paper details the work undertaken by BASt, also serving as a contribution to the TF-BTA of the UN/ECE GRSP, towards a harmonized test area in order to better protect the lower extremities of vulnerable road users. The German In-Depth Accident Database GIDAS is studied with respect to the potential benefit of a revised test area. Several practical options are discussed and applied to actual vehicles, investigating the differences and possible effects. Tests are carried out and the results studied in detail. Finally, a proposal for a feasible definition is given and a suggestion is made for solving possible open issues at angled surfaces due to rotation of the impactor. The study shows that, in principle, there is a need for the entire vehicle width being assessed with regard to the protection potential for lower extremities of vulnerable road users. It gives evidence on the necessity for a robust definition of the lower extremity test area including stiff and thus injurious structures at the vehicle frontend, especially underneath the bumper fascia. The legal definition of the lower extremity test area will shortly be almost harmonized with the robust Euro NCAP requirements, as already endorsed by GRSP, taking into account injurious structures and thus contributing to the enhanced protection of vulnerable road users. After finalization of the development of a torso mass for the flexible pedestrian legform impactor (FlexPLI) it is recommended to consider again the additional benefit of assessing the entire vehicle width.
A biofidelic flexible pedestrian legform impactor (FlexPLI) has been developed from the year 2000 onwards and evaluated by a technical evaluation group (Flex-TEG) of UN-ECE GRSP. A recently established UN-ECE GRSP Informal Group on GTR9 Phase 2 is aiming at introducing the FlexPLI within world-wide regulations on pedestrian safety (Phase 2 of GTR No. 9 as well as the new UN regulation 127 on pedestrian safety) as a test tool for the assessment of lower extremity injuries in lateral vehicle-to-pedestrian accidents. Besides, the FlexPLI has already been introduced within JNCAP and is on the Euro NCAP roadmap for 2014. Despite of the biofidelic properties in the knee and tibia sections, several open issues related to the FlexPLI, like the estimation of the cost benefit, the feasibility of vehicle compliance with the threshold values, the robustness of the impactor and of the test results, the comparability between prototype and production level and the finalization of certification corridors still needed to be solved. Furthermore, discussions with stakeholders about a harmonized lower legform to bumper test area are still going on. This paper describes several studies carried out by the Federal Highway Research Institute (BASt) regarding the benefit due to the introduction of the FlexPLI within legislation for type approval, the robustness of test results, the establishment of new assembly certification corridors and a proposal for a harmonized legform to bumper test area. Furthermore, a report on vehicle tests that previously had been carried out with three prototype legforms and were now being repeated using legforms with serial production status, is given. Finally, the paper gives a status report on the ongoing simulation and testing activities with respect to the development and evaluation of an improved test procedure with upper body mass for assessing pedestrian femur injuries.
Test and assessment procedures for passive pedestrian protection based on developments by the European Enhanced Vehicle-safety Committee (EEVC) have been introduced in world-wide regulations and consumer test programmes, with considerable harmonization between these programmes. Nevertheless, latest accident investigations reveal a stagnation of pedestrian fatality numbers on European roads running the risk of not meeting the European Union- goal of halving the number of road fatalities by the year 2020. The branch of external road user safety within the EC-funded research project SENIORS under the HORIZON 2020 framework programme focuses on investigating the benefit of modifications to pedestrian test and assessment procedures and their impactors for vulnerable road users with focus on the elderly. Injury patterns of pedestrians and cyclists derived from the German In-Depth Accident Study (GIDAS) show a trend of AIS 2+ and AIS 3+ injuries getting more relevant for the thorax region in crashes with newer cars (Wisch et al., 2017), while maintaining the relevance for head and lower extremities. Several crash databases from Europe such as GIDAS and the Swedish Traffic Accident Data Acquisition (STRADA) also show that head, thorax and lower extremities are the key affected body regions not only for the average population but in particular for the elderly. Therefore, the SENIORS project is focusing on an improvement of currently available impactors and procedures in terms of biofidelity and injury assessment ability towards a better protection of the affected body regions, incorporating previous results from FP 6 project APROSYS and subsequent studies carried out by BASt. The paper describes the overall methodology to develop revised FE impactor models. Matched human body model and impactor simulations against generic test rigs provide transfer functions that will be used for the derivation of impactor criteria from human injury risk functions for the affected body regions. In a later step, the refined impactors will be validated by simulations against actual vehicle front-ends. Prototyping and adaptation of test and assessment procedures as well as an impact assessment will conclude the work of the project at the final stage. The work will contribute to an improved protection of vulnerable road users focusing on the elderly. The use of advanced human body models to develop applicable assessment criteria for the revised impactors is intended to cope with the paucity of actual biomechanical data focusing on elderly pedestrians. In order to achieve optimized results in the future, the improved test methods need to be implemented within an integrated approach, combining active with passive safety measures. In order to address the developments in road accidents and injury patterns of vulnerable road users, established test and assessment procedures need to be continuously verified and, where needed, to be revised. The demographic change as well as changes in the vehicle fleet, leading to a variation of accident scenarios, injury frequencies and injury patterns of vulnerable road users are addressed by the work provided by the SENIORS project, introducing updated impactors for pedestrian test and assessment procedures.
A legform impactor with biofidelic characteristics (FlexPLI) which is being developed by the Japanese Automobile Research Institute (JARI) is being considered as a test tool for legislation within a proposed Global Technical Regulation on pedestrian protection (UNECE, 2006) and therefore being evaluated by the Technical Evaluation Group (TEG) of GRSP. In previous built levels it already showed good test results on real cars as well as under idealised test conditions but also revealed further need for improvement. A research study at the Federal Highway Research Institute (BASt) deals with the question on how leg injury risks of modern car fronts can be revealed, reflected and assessed by the FlexPLI and how the impactor can be used and implemented as a legislative instrument for the type approval of cars according to current and future legislations on pedestrian protection. The latest impactor built level (GTα ) is being evaluated by a general review and assessment of the certification procedure, the knee joint biofidelity and the currently proposed injury criteria. Furthermore, the usability, robustness and durability as a test tool for legislation is examined and an assessment of leg injuries is made by a series of tests with the FlexPLI on real cars with modern car front shapes as well as under idealised test conditions. Finally, a comparison is made between the FlexPLI and the current european legislation tool, the legform impactor according to EEVC WG 17.
Supported by field accident data and monitoring results of European Regulation (EC) No. 78/2009, recent plans of the European Commission regarding a way forward to improve passive safety of vulnerable road users include, amongst other things, an extension of the head test area. The inclusion of passive cyclist safety is also being considered by Euro NCAP. Although passenger car to cyclist collisions are often severe and have a significant share within the accident statistics, cyclists are neither considered sufficiently in the legislative nor in the consumer ratings tests. Therefore, a test procedure to assess the protection potential of vehicle fronts in a collision with cyclists has been developed within a current research project. For this purpose, the existing pedestrian head impact test procedures were modified in order to include boundary conditions relevant for cyclists as the second big group of vulnerable road users. Based on an in-depth analysis of passenger car to cyclist accidents in Germany the three most representative accident constellations have been initially defined. The development of the test procedure itself was based on corresponding simulations with representative vehicle and bicycle models. In addition to different cyclist heights, reaching from a 6-year-old child to a 95%-male, also four pedal positions were considered. By reconstruction of a real accident the defined simulation parameters could be validated in advance. The conducted accident kinematics analysis shows for a large portion of the constellations an increased head impact area, which can reach beyond the roof leading edge, as well as high average values for head impact velocity and angle. Based on the simulation data obtained for the different vehicle models, cyclist-specific test parameters for impactor tests have been derived, which have been further examined in the course of head and leg impact tests. In order to study the cyclist accident kinematics under real test conditions, different full scale tests with a Polar-II dummy positioned on a bicycle have been conducted. Overall, the tests showed a good correlation with the simulations and support the defined boundary test conditions. Typical accident scenarios and simulations reveal higher head impact locations, angles and velocities. An extended head impact area with modified test parameters will contribute to an improved protection of vulnerable road users including cyclists. However, due to significantly differing impact kinematics and postures between the lower extremities of pedestrians and cyclists, these injuries cannot be addressed by the means of current test tools such as the flexible pedestrian legform impactor FlexPLI. Based on the findings obtained within the project as well as the existing pedestrian protection requirements a cyclist protection test procedure for use in legislation and consumer test programmes has been developed, whose requirements have been transferred into a corresponding test specification. This specification provides common head test boundary conditions for pedestrians and cyclists, whereby the existing requirements are modified and two parallel test procedures are avoided.
During the past five years, a Euro NCAP technical working group on pedestrian safety has been working on improving test and assessment procedures for enhanced passive pedestrian safety. After harmonizing the tools and procedures as much as possible with legislation, the work was mainly focused on the development of grid procedures for the pedestrian body regions head, upper leg with pelvis and lower leg with knee. Furthermore, the test parameters for the head and the upper leg were revised, a new lower legform impactor was introduced and the injury thresholds were adjusted or, where necessary, the injury criteria were changed. Finally, the assessment limits and colour scheme were refined, widening the range and adding two more colours in order to provide a more detailed description of the pedestrian safety performance. By abstaining from an assessment based on a worst point selection philosophy, the improved test point determination procedures that were introduced during the years 2013 and 2014 give a more homogeneous, high resolution picture of the pedestrian safety performance of the vehicle frontends. By using a uniform grid for each test zone approximately 200 test points, evenly distributed within each area, can now be assessed per vehicle. The introduction of the flexible pedestrian legform impactor in 2014 enables a more realistic injury prediction of the knee and the tibia using a biofidelic test tool. With the new upper legform test that has been launched in 2015 the assessment in that area is now focusing on the injured body region instead of the injury causing vehicle part and thus is aligned with the approach in the remaining body regions head and lower leg. At the same time, a monitoring test with the headform impactor against the bonnet leading edge is closing the possible gap between the test areas to identify injury causing vehicle parts that moved out of focus due to the introduction of the new upper legform test. The paper describes the new test and assessment procedures with their underlying philosophy and gives an outlook in terms of open issues, specifying the needs for further improvement in the future. In parallel to the work of the pedestrian subgroup, a Euro NCAP working group on heavy vehicles introduced a set of protocol changes in 2011 that were related to the assessment of M1 vehicles derived from commercial vehicles, with a gross vehicle weight between 2.5 and 3.5 tons and 8 or 9 seats. The paper also investigates the applicability of the new pedestrian test and assessment procedures to heavy vehicles.
A flexible pedestrian legform impactor (FlexPLI) with biofidelic characteristics is aimed to be implemented within global legislation on pedestrian protection. Therefore, it is being evaluated by a technical evaluation group (Flex-TEG) of GRSP with respect to its biofidelity, robustness, durability, usability and protection level (Zander, 2008). Previous studies at the Federal Highway Research Institute (BASt) and other laboratories already showed good progress concerning the general development, but also the need for further improvement and further research in various areas. An overview is provided of the different levels of development and all kinds of evaluation activities of the Flex-TEG, starting with the Polar II full scale pedestrian dummy as its origin and ending up with the latest legform impactor built level GTR that is expected to be finalized by the end of the year 2009. Using the latest built levels as a basis, gaps are revealed that should be closed by future developments, like the usage of an upper body mass (UBM), the validation of the femur loads, injury risk functions for the cruciate knee ligaments and an appropriate certification method. A recent study on an additional upper body mass being applied for the first time to the Flex-GT is used as means of validation of recently proposed modified impact conditions. Therefore, two test series on a modern vehicle front using an impactor with and without upper body mass are compared. A test series with the Flex-GTR will be used to study both the comparability of the impact behavior of the GT and GTR built level as well as the consistency of test results. Recommendations for implementation within legislation on pedestrian protection are made.
A flexible pedestrian legform impactor (FlexPLI) has been evaluated by a Technical Evaluation Group (Flex-TEG) of the Working Party on Passive Safety (GRSP) of the United Nations Economic Commission for Europe (UN-ECE). It will be implemented within phase 2 of the global technical regulation (GTR 9) as well as within a new ECE regulation on pedestrian safety as a test tool for the assessment of lower extremity injuries in lateral vehicle-to-pedestrian accidents (UN-ECE 2010-1, 2010-2 and 2010-3). Due to its biofidelic properties in the knee and tibia section, the FlexPLI is found to having an improved knee and tibia injury assessment ability when being compared to the current legislative test tool, the lower legform impactor developed by the Pedestrian Safety Working Group of the European Enhanced Vehicle-safety Committee (EEVC WG 17). However, due to a lack of biofidelity in terms of kinematics and loadings in the femur part of the FlexPLI, an appropriate assessment of femur injuries is still outstanding. The study described in this paper is aimed to close this gap. Impactor tests with the FlexPLI at different impact heights on three vehicle frontends with Sedan, SUV and FFV shape are performed and compared to tests with a modified FlexPLI with upper body mass. Full scale validation tests using a modified crash test dummy with attached FlexPLI that are carried out for the first time prove the more humanlike responses of the femur section with applied upper body mass. Apart from that they also show that the impact conditions described in the current technical provisions for tests with the FlexPLI don"t necessarily compensate the missing torso mass in terms of knee and tibia loadings either. Therefore it can be concluded that an applied upper body mass will contribute to a more biofidelic overall behavior of the legform and subsequently an improved injury assessment ability of all lower extremity injuries addressed by the FlexPLI. Nevertheless, the validity of the original as well as the modified legform for tests against vehicles with extraordinary high bumpers as well as flat front vehicles still needs to be evaluated in detail. A first clue is given by the application of an additional accelerometer to the legform.
Recent accident statistics from the German national database state bicyclists being the second endangered group of vulnerable road users besides pedestrians. With 399 fatalities, more than 14.000 seriously injured and more than 61.000 slightly injured persons on german roads in the year 2011, the group of bicyclists is ranked second of all road user groups (Statistisches Bundesamt, 2012). While the overall bicycle helmet usage frequency in Germany is very low, evidence is given that its usage leads to a significant reduction of severe head injuries. After an estimation of the benefit of bicycle helmet usage as well as an appropriate test procedure for bicyclists, this paper describes two different approaches for the improvement of bicyclist safety. While the first one is focusing on the assessment of the vehicle based protection potential for bicyclists, the second one is concentrating on the safety assessment of bicycle helmets. Within the first part of the study the possible revision of the existing pedestrian testing protocols is being examined, using in depth accident data, full scale simulation and hardware testing. Within the second part of the study, the results of tests according to supplemental test procedures for the safety assessment of bicycle helmets developed by the German Federal Highway Research Institute (BASt) are presented. An additional full scale test performed at reduced impact speed proves that measures of active vehicle safety as e.g. braking before the collision event do not necessarily always lead to a reduction of injury severity.
Recently, EuroNCAP updated the upper legform test protocols. The main objective of this study is to establish the upper legform test in KIDAS (Korean In-depth Accident Study) taking into account domestic pedestrian accident data as well as anthropometric data to protect elderly pedestrians whose average height and weight is much smaller and lighter than other age groups, especially compared to Europeans. Therefore 230 cases of pedestrian accidents from KIDAS were investigated to explore the injury severity of body regions as well as age related injury patterns. Injuries of all body regions were examined, with a special focus on injuries of abdomen and pelvic area. On the other hand, in order to explore Korea's pedestrian accident environment, national police data and KIDAS (Korean In-depth Accident Study) data were compared. The results should be taken into account in future analyses and possible improvements, such as regulations and KNCAP test protocols, of the pedestrian safety policy in Korea.
Although the annual traffic accident statistics published by the national police is available in public, the detailed traffic accident data has not been released in Korea. Recently the Ministry of Land, Infrastructure and Transport recognized the importance of in-depth accident data to enhance road traffic safety and initiated a research project to establish a collection of the detailed accident data. The main objective of the project is a feasibility study to establish KIDAS (Korea In-Depth Accident Study). Within this project, three university hospitals which are located in mid-size cities have been selected to collect accident data. Annually, more than 500 cases of accidents have been collected from the in-patient's interviews and diagnosis. Unlike GIDAS (German In-Depth Accident Study), currently on-site investigation can"t be performed by the Korean police. The only available data is patient medical records, patient's description of accident circumstances and the damaged vehicle. Occasionally the police provide the accident investigation reports containing very brief information on accident causation and vehicle safety. In a first step, the concept of KIDAS is to adopt the format of iGLAD (Initiative for the Global Harmonization of Accident Data) for harmonization. Since the currently collected accident information is extremely limited compared with GIDAS, the other sources of data and calculations such as KNCAP vehicle data, pc-crash simulations, vehicle registration information, insurance company data are utilized to complete the iGLAD template. Results from KIDAS_iGLAD and the cases of assessment of active safety devices such as AEBS, ESC, and LDWS will be evaluated.
Car occupants have a high level of mortality in road accidents, since passenger cars are the prevalent mode of transport. In 2013, car occupant fatalities accounted for 45% of all road accident fatalities in the EU. The objective of this research is the analysis of basic road safety parameters related to car occupants in the European countries over a period of 10 years (2004-2013), through the exploitation of the EU CARE database with disaggregate data on road accidents. Data from the EU Injury Database for the period 2005 - 2008 are used to identify injury patterns, and additional insight into accident causation for car occupants is offered through the use of in-depth accident data from the EC SafetyNet project Accident Causation System (SNACS). The results of the analysis allow for a better understanding of the car occupants' safety situation in Europe, thus providing useful support to decision makers working for the improvement of road safety level in Europe.
The bicyclist accidents were analyzed to get better understanding of the occurrences and frequency of the accidents, injury distributions, as well as correlation of injury severity/outcomes with engineering and human factors in two different countries of China and Germany. The accident cases that occurred from 2001 to 2006 were collected from IVAC database in Changsha and GIDAS database in Hannover. Based on specified sampling criteria, 1,570 bicyclist cases were selected from IVAC database in Changsha, and 1806 cases were collected from Hannover, documented in GIDAS database. Statistical analyses were carried out by using these selected data. The results from the statistical analysis are presented and discussed in this study.