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Erscheinungsjahr
Dokumenttyp
- Konferenzveröffentlichung (309) (entfernen)
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- injury) (43)
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- Accident prevention (29)
- Cyclist (29)
- Data bank (29)
- Frontalzusammenstoß (27)
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- Head on collision (26)
- Motorcyclist (26)
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- Driver (25)
- Europa (25)
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- Speed (24)
- Active safety system (22)
- Fahrerassistenzsystem (22)
- Insasse (22)
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- PKW (21)
- Aktives Sicherheitssystem (20)
- Method (20)
- Passives Sicherheitssystem (20)
- Efficiency (19)
- Prüfverfahren (19)
- Test method (19)
- Vehicle occupant (19)
- Driver assistance system (18)
- Passive safety system (18)
- Pkw (18)
- Risiko (18)
- Verfahren (18)
- Benutzung (16)
- Child (16)
- Interview (16)
- Kind (16)
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- Test (16)
- Use (16)
- Anthropometric dummy (15)
- Risk (15)
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- Versuch (15)
- Biomechanics (14)
- Biomechanik (14)
- Head (14)
- Kopf (14)
- Motorrad (14)
- Safety belt (14)
- Side impact (14)
- Accident rate (13)
- Leg (human) (13)
- Motorcycle (13)
- Risikobewertung (13)
- Alte Leute (12)
- Brustkorb (12)
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- Rechenmodell (12)
- Risk assessment (12)
- Unfallhäufigkeit (12)
- Überschlagen (12)
- Auffahrunfall (11)
- Database (11)
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- Mathematical model (11)
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- Schutzhelm (11)
- Airbag (10)
- Berechnung (10)
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- Digital model (8)
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- Numerisches Modell (8)
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- Antikollisionssystem (7)
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- Erste Hilfe (7)
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- Knee (human) (7)
- Knochenbruch (7)
- Measurement (7)
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- Prevention (7)
- Recently qualified driver (7)
- USA (7)
- Verformung (7)
- Österreich (7)
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- China (6)
- Collision avoidance system (6)
- Cost benefit analysis (6)
- EU (6)
- Forecast (6)
- Halswirbel (6)
- Impact study (6)
- Impact test (6)
- India (6)
- Indien (6)
- Interior (veh) (6)
- Knie (menschl) (6)
- Knotenpunkt (6)
- Modification (6)
- Ort (Position) (6)
- Portugal (6)
- Software (6)
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- Standardisierung (6)
- Vereinigtes Königreich (6)
- Verminderung (6)
- Veränderung (6)
- Vorn (6)
- Wirtschaftlichkeitsrechnung (6)
- Analyse (Math) (5)
- Angle (5)
- Correlation (math, stat) (5)
- Decrease (5)
- Driver training (5)
- Eins (5)
- Electronic stability program (5)
- Fahrausbildung (5)
- Fahrstabilität (5)
- Fahrzeuginnenraum (5)
- First aid (5)
- Frau (5)
- Human body (5)
- Location (5)
- Menschlicher Körper (5)
- One (5)
- Policy (5)
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- Damage (4)
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- Wahrscheinlichkeit (4)
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- Ablenkung (psychol) (3)
- Aufprallschlitten (3)
- Ausrüstung (3)
- Automatic (3)
- Befreiung (Bergung) (3)
- Bein (3)
- Bicycle (3)
- Blickfeld (3)
- Brake (3)
- Camera (3)
- Crash test (3)
- Czech Republic (3)
- Decision process (3)
- Deformierbare Barriere (Anpralltest) (3)
- Detektion (3)
- Digitale Bildverarbeitung (3)
- Drunkenness (3)
- Effectiveness (3)
- Einstellung (psychol) (3)
- Electric vehicle (3)
- Elektrofahrzeug (3)
- Entscheidungsprozess (3)
- Equipment (3)
- Erziehung (3)
- Event data recorder (road vehicle) (3)
- Extrication (3)
- Fahrgeschicklichkeit (3)
- Fahrrad (3)
- Field of vision (3)
- Forschungsarbeit (3)
- Gesetzgebung (3)
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- Korea (Süd) (Demokratische Republik) (3)
- Legislation (3)
- Lieferfahrzeug (3)
- Lkw (3)
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- Mann (3)
- Medizinische Untersuchung (3)
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- Norm (tech) (3)
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- Passenger (3)
- Republic of Korea (3)
- Research project (3)
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- (menschl) (1)
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- Active safety (1)
- Active safety system; Automatic; Brake; Car; Collision avoidance system; Conference; Driver assistance system; Germany; Impact test (veh); Rear end collision; Severity (accid (1)
- Activity report (1)
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- Conference; Germany; Injury; Medical examination; Spinal column; X ray (1)
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Institut
- Sonstige (309) (entfernen)
The primary goal of this investigation was to determine the relative risk of traffic accidents in students. In a two year period, a survey amongst 2,325 students was carried out, and 3,645 injuries sustained by students treated at our hospital were analyzed. Moped-riding in adolescents were associated with a 23.75-fold increased risk for injury as compared to biking. Children who ride bicycles have a 2.2-fold increased risk for an injury sustained by traffic accidents compared to pedestrians. None of 50 injured bicycle riders with helmet had an AIS for head injuries of more than 2. 24 of 233 injured bicycle drivers without helmet had an AIS for head injuries of more than 2. The use of a protective helmet significantly reduced the severity of head injuries. The level of awareness towards danger and a history of previous accidents correlate with the likelihood of future accidents. Due to the severity of traffic accidents, more adequate prevention measures (wearing of bicycle helmets and better education for moped riders) are urgently needed.
The price of a new car increased almost every year for a long period. In recent years however, the budget available to most people for purchasing a car either did not grow or became even smaller. Therefore it was in the interest of some OEMs to offer economical car models in the so-called "8,000- Euro class". Here an important question arose regarding the safety of these vehicles. There is no question that the very high safety level of cars reached in Europe during the last decades should not be sacrificed as a consequence of smaller budgets. Customers with sense of responsibility have the right to be properly informed about the balance between safety and price so that they can make a deliberate decision when buying either a new or a used car. Against this background, the German magazine "AutoBILD" commissioned DEKRA to conduct fullscale frontal crash tests with a view to publishing the results. These tests have been carried out in accordance with the corresponding Euro NCAP crash test requirements and performance criteria. The tested vehicles were two new Logans produced by the manufacturer Dacia, two used cars of the type VW Golf IV (registration date 2000) and one new VW Fox. This paper describes the safety features of the vehicles and the results of the five crash tests to demonstrate state-of-the-art safety levels and what levels may be expected from vehicles in the "8,000- Euro class". Looking at real-world crashes it is of interest to think about future trends in a more detailed manner. Therefore it will be more and more necessary to supplement the federal statistics with more detailed in-depth information about the consequences of accidents and the safety performance of crashed vehicles.
In recent years the boundaries between active and passive safety blurred more and more. Passive safety in the traditional term includes all safety aspects to prevent occupants to be injured or at least injury severity should be reduced. Passive Safety starts with the collision (first vehicle contact) and ends with rescue (open vehicle doors). Within this phase the occupant has to be protected by the passenger compartment whereby no intrusion should occur. Active safety on the other side was developed to interact prior to the collision whereby the goal is to prevent accidents. The extensive interaction between active and passive safety led to the terminologies "Primary" and "Secondary" safety whereas the expression Integrated Safety Concept was generated. Within this study the most well documented single vehicle accidents with cars not equipped with ESP were identified from the PENDANT database and reconstructed. Additional cases were found in the database ZEDATU of TU Graz. In comparison each case was simulated with the assumption that the cars were equipped with ESP. The differences regarding accident avoidance or crash severity as well as reduction of injury risk were analysed.
This paper uses the national accident statistics of Great Britain to evaluate the effectiveness of Electronic Stability Control Systems (ESC) to reduce crash involvement rates. The crash experience of 8,951 cars is analysed and compared to a closely matching set of non-ESC cars using case-control methods. This is one of the largest ESC samples analysed to date. Overall the cars with ESC are involved in 3% fewer crashes although the effectiveness is substantially higher under conditions of adverse road friction. ESC equipped cars are involved in 15% fewer fatal crashes although this reduction represents the combined effect of ESC and passive safety improvements.
There is a need for detecting characteristics of pedestrian movement before car-pedestrian collisions to trigger a fully reversible pedestrian protection system. For this purpose, a pedestrian sensor system has been developed. In order to evaluate the effectiveness of the sensor system, the in-depth knowledge of car-pedestrian impact scenarios is needed. This study aims at the evaluation of the sensor system. The accident data are selected from the STRADA database. The accident scenarios available in this database were evaluated and the knowledge of the most common scenarios was developed in terms of the pedestrian trajectory, the pedestrian speed, the car trajectory, the car velocity, etc. A mathematical model was then established to evaluate the sensor system with different detective angles. It was found that in order to detect all the pedestrians in the most common scenarios on time the sensor detective angle must be kept larger than 60 degrees.
The accident research project in Dresden was founded in July 1999. To date over 6.000 crash investigations have been undertaken. About 10.000 vehicles have been documented and over 13.000 participants have been debriefed. But there is much more than this scientific success. Because of the interdisciplinary character between the medical and technical focus, the project affords an important contribution for the education of the involved students. Over 200 students of different fields of study have got experiences not only for the occupational career. This lecture describes the additional effects of the accident research project regarding the education of the students, the capacity for teamwork and learning about dealing with accident casualties.
Description of road traffic related knee injuries in published investigations is very heterogeneous. The purpose of this study was to estimate the risk of knee injuries in real world car impacts in Germany focusing vulnerable road users (pedestrians, bicyclists and motorcyclists) and restrained car drivers. The accident research unit analyses technical and medical data collected shortly after the accident at scene. Two different periods (years 1985-1993 and 1995-2003) were compared focusing on knee injuries (Abbreviated Injury Scale (AISKnee) 2/3). In order to determine the influences type of collision, direction and speed as well as the injury pattern and different injury scores (AIS, MAIS, ISS) were examined. 1.794 pedestrians, 742 motorcyclists, 2.728 bicyclists and 1.116 car drivers were extracted. 2% had serious ligamentous or bony injuries in relation to all injured. The risk of injury is higher for twowheelers than for pedestrians, but knee injury severity is higher for the latter group. Overall the current knee injury risk is low and significant reduced comparing both time periods (27%, p<0,0001). Severe injuries (AISKnee 2/3) were below 1%). Improved aerodynamic design of car fronts reduced the risk for severe knee injuries significantly (p=0,0015). Highest risk of injury is for motorcycle followed by pedestrians, respectively. Knee protectors could prevent injuries by reducing local forces. The classically described dashboard injury was rarely identified. The overall injury risk for knee injuries in road traffic is lower than estimated and reduced comparing both periods. The aerodynamic shape of current cars compared to older types reduced the incidence and severity of knee injuries. Further modification and optimization of the interior and exterior design could be a proper measurement. Classic described injury mechanisms were rarely identified. It seems that the AIS is still underestimating extremity injuries and their long term results.
The significant demographic changes are predicted for the European future. The age group over 65 years is permanently increasing and over next 30 years every fourth person will belong to this group. This development will continue so far that by 2050 in many countries will double the percentage of the population aged 65 and more. Many studies analyze the new phenomena of the ageing (graying) society during the last decade. Mobility is integrated part of the life of every citizen, even more it means for the elderly people. The adequate mobility is the precondition for their active life and for their social communication that contribute to their health and functional capacity and their autonomy and independency. The active seniors demand less public support. The mobility of the older citizens is closely linked with health and societal problems and creates an important public challenge. On the other side the participation of seniors in transport due to their limited physical and mental possibilities means for them an increased risk to be injured or killed. The main mobility spaces are roads that can be used not only as a traveler in a vehicle (driver or passenger) but also as a pedestrian or cyclist or even as a motorcyclist. The road traffic is then an opportunity and danger in the same time. The accident analyzes show specific risk features of seniors that are different compared with other age groups. First of all the older road users (65 and more) are facing to the higher risk (number of killed divided by the population size) to be killed in a road accident compared with the group of younger road users (0 - 64). More significant difference can be observed when comparing the road user groups. The fatality percentage of the older pedestrians is 2,5 times higher compared with the group 25 " 64. Similar frequency show the cyclist fatalities. On the other side the vehicle passengers in the younger group have more or less two time higher percentage compared to seniors and in the group of motorcyclists even achieved in 2008 almost five times higher compared with the older group. The share of the old road users fatalities (around 19%) didn"t practically change during the last 10 years in the European average. But comparing the gender involvement (2006) there is an interesting difference " female fatalities make 30, 2%, male fatalities 15, 3% of all fatalities in their groups. The risk of the senior users is more connected with their physical and mental limits than with their risk behavior. According to the Czech statistics (2007) the vehicle drivers over 65 years cause only 3, 6% of all accidents. The solution of the problem is to minimize the risk and to create a safe environment for the elderly people using the roads. In order to achieve this goal a deep knowledge of risk and of accident circumstances, full understanding of the behavior of the seniors and their limitations and accommodating approach of the whole society is necessary. Road risk of the ageing society has to be considered as a part of the health and social policy. These can build a creditable basis for the implementation of the measures that secure safe moving of seniors on the roads.
Over 3,814 young drivers died in European Countries in 2004. Based on the recent OECD study: "Young drivers: the road to safety" (OECD, 2006), this paper addresses the question of the factors contributing to this high risk, and it draws together the experiences of many countries in reducing this risk. The comparisons across countries show that young driver safety is related to the quality of the traffic system. Safe countries have also safe young drivers, demonstrating that raising general safety levels is beneficial for young novice drivers. The analysis of the developments over time reveals that young males in contrast to young females have not benefited enough from the latest safety measures, indicating the need for a better understanding of the nature of the young male driver accident proneness. Although, recent studies on brain development indicate that youngsters may not be sufficiently physiologically matured to handle complex and dangerous tasks such as car driving, crash patterns indicate that enhanced driving experience may have protective effects. The paper closes with a 9 point policy plan. The full OECD report (258 pages) can be downloaded for free from http://internationaltransportforum.org/Pub/pdf/06YoungDrivers.pdf.