Filtern
Dokumenttyp
Schlagworte
- 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)
Institut
The ASSESS project is a collaborative project that develops test procedures for pre-crash safety systems like Automatic Emergency Braking (AEB). One key criterion for the effectiveness of e.g. AEB is reduction in collision speed compared to baseline scenarios without AEB. The speed reduction for a given system can only be determined in real world tests that will end with a collision. Soft targets that are crashable up to velocities of 80 km/h are state of the art for these assessments, but ordinary balloon cars are usually stationary targets. The ASSESS project goes one step further and defines scenarios with moving targets. These scenarios define vehicle speeds of up to 100 km/h, different collision scenarios and relative collision speeds of up to 80km/h. This paper describes the development of a propulsion system for a soft target that aims to be used with these demanding scenario specifications. The Federal Highway Research Institute- (BASt-) approach to move the target is a self-driving small cart. The cart is controlled either by a driver (open-loop control via remote-control) or by a computer (closed-loop control). Its weight is limited to achieve a good crashability without damages to the test vehicle. To the extent of our knowledge BASt- approach is unique in this field (other carts cannot move at such high velocities or are not crashable). This paper describes in detail the challenges and solutions that were found both for the mechanical construction and the implementation of the control and safety system. One example for the mechanical challenges is e.g. the position of the vehicle- center of gravity (CG). An optimum compromise had to be found between a low CG oriented to the front of the vehicle (good for driveability) and a high CG oriented to the rear of the vehicle (good for crashability). The soft target itself which is also developed within the ASSESS project will not be covered in detail as this is work of a project partner. Publications on this will follow. The paper also shows first test results, describes current limitations and gives an outlook. It is expected that the presented test tools for AEB and other pre-crash safety systems is introduced in the future into consumer testing (NCAP) as well as regulatory testing.
Although the number of road accident casualties in Europe (EU27) is falling the problem still remains substantial. In 2011 there were still over 30,000 road accident fatalities. Approximately half of these were car occupants and about 60 percent of these occurred in frontal impacts. The next stage to improve a car's safety performance in frontal impacts is to improve its compatibility. The objective of the FIMCAR FP7 EU-project was to develop an assessment approach suitable for regulatory application to control a car's frontal impact and compatibility crash performance and perform an associated cost benefit analysis for its implementation. This paper reports the cost benefit analyses performed to estimate the effect of the following potential changes to the frontal impact regulation: • Option 1 " No change and allow current measures to propagate throughout the vehicle fleet. • Option 2 " Add a full width test to the current offset Deformable Barrier (ODB) test. • Option 3 " Add a full width test and replace the current ODB test with a Progressive Deformable Barrier (PDB) test. For the analyses national data were used from Great Britain (STATS 19) and from Germany (German Federal Statistical Office). In addition in-depth real word crash data were used from CCIS (Great Britain) and GIDAS (Germany). To estimate the benefit a generalised linear model, an injury reduction model and a matched pairs modelling approach were applied. The benefits were estimated to be: for Option 1 "No change" about 2.0%; for Option 2 "FW test" ranging from 5 to 12% and for Option 3 "FW and PDB tests" 9 to 14% of car occupant killed and seriously injured casualties.
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.
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.
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.
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.
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.
Airbags are, together with the three-point belt, the most effective passive safety equipment of vehicles. However, literature shows that sound pressure levels of up to 170 dB can occur during airbag deployment. A literature review revealed no systematic experimental data on possible hearing loss by airbag deployment, that also takes any other crash accompanied noise into account, such as deformation and impact noise. Also the rising number of airbags per vehicle resulting in a higher number of deployed airbags in an accident was not addressed with respect to hearing loss. Thus, an extensive test matrix of noise measurements during airbag deployments was conducted including onboard measuring during crashes and static measurements. Dynamic and static experiments with single and multiple airbag deployments were conducted. The results of this study show, that in the analyzed crash constellations the acoustic emission of the collision as well as the car deformation can trigger the stapedius reflex before the airbag deployment. The stapedius reflex protects the inner ear at least partially in case of dangerous sound levels. However, it seems that multiple airbag deployments in a short sequence pose a considerable risk for hearing impairments despite the fully contracted stapedius muscle. Further and in line with Price et al. (2013) it was found that the risk of hearing loss is lower with closed windows. The analysis of patient and accident data showed no link between airbag deployment and hearing loss. This might be caused by low case numbers of reported hearing loss problems up to now. In conclusion the results show that a singular analysis of the sound pressure of airbag deployments without crash accompanied noises is not sufficient as the protective effect of the stapedius reflex is neglected. Still, successive airbag deployments in a short timeframe raise the risk of hearing loss. Further investigation on hearing impairment due to airbag deployment and triggering of the stapedius reflex is needed and the data acquisition of accidents and patients should consider hearing loss aspects.
To assess occupant safety in a crash test, criteria associating the measurements made with a crash test dummy to injury risk are necessary. To enable better protection of elderly car occupants the objective of this study was to develop improved thoracic injury criteria for the THOR average male dummy. The development of these criteria is usually based on matched dummy and Post Mortem Human Surrogate (PMHS) tests by relating the obtained PMHS injuries to dummy measurements. This approach is limited, since only a few tests in relevant loading conditions are available and any new test series requires high efforts to be performed due to their complexity and costs. To overcome these limitations and to extend the dataset for the development of THOR dummy chest injury risk functions a simulation-based approach was applied within the EC funded project SENIORS (Safety Enhanced Innovations For older Road Users - www.seniors-project.eu). Within this study frontal impact sled simulations with an FE model representing a THOR average male dummy and matched simulations with a human body model (HBM) representing an elderly car occupant were carried out. The HBM used for this study was the THUMS TUC with modified rib cage, which was developed in SENIORS. The modifications included material and geometry changes aiming to represent an elderly car occupant. The rib fracture risk was predicted with a deterministic approach whereby a rib was considered broken when the strain exceeded an age-dependent threshold. Furthermore, a probabilistic method was applied to predict the probability of sustaining a certain number of fractured ribs by comparing local strain values to the distribution of cortical rib ultimate strain. By relating the output from the HBM simulations to a multi-point dummy injury criterion, injury risk curves were calculated by statistical methods. The wide range of loading conditions resulted in the desired range of injuries and THOR ATD output. The number of fractured ribs predicted by the HBM based on the deterministic prediction method was between 0 and 15. Furthermore, the probabilistic risk for the number of rib fractures equal or greater than two, three or four was calculated for each load case. The THOR rib deflection criterion Rmax was between 18 and 56 mm, while the PC Score was in the range of 2.5 to 7.2. Based on these outputs new risk curves for the predicted deterministic (AIS2+/3+) and probabilistic injury risk were calculated. The new curves show reasonable shapes and significance that provide trust in their application. The new risk curves are compared to risk curves obtained by traditional methods. The results were found similar to previous injury risk functions based on physical tests, which gives a high level of confidence in the chosen approach. The simulation-based approach of matched ATD model vs. HBM simulation was successfully applied. Rmax curves show a slightly better quality than the injury criterion PC Score.
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.