Filtern
Dokumenttyp
- Konferenzveröffentlichung (14) (entfernen)
Schlagworte
- Conference (9)
- Konferenz (9)
- Deutschland (8)
- Germany (8)
- Injury (7)
- Verletzung (7)
- Child (5)
- Frontalzusammenstoß (5)
- Head on collision (5)
- Kind (5)
Institut
- Sonstige (11)
- Abteilung Fahrzeugtechnik (8)
Since a number of human models have been developed it appears sensible to use these models also in the accident analysis. Especially the understanding of injury mechanisms and probably even injury risk curves can be significantly improved when interesting accidents are reconstructed using human body models. However, an important limitation for utilising human models for accident reconstruction is the effort needed to develop detailed FE models of the accident partners or to prepare the human model reconstruction by running physical accident reconstructions. The proposed approach for using human models for accident reconstruction is to use simplified and parametric car models. These models can be adapted to the crash opponents in a fast and cost effective way. Although, accuracy is less compared to detailed FE models, the relevant change in velocity can be simulated well, indicating that the computation of a detailed crash pulse is not needed. Two frontal impact test accidents that were reconstructed experimentally and using the parametric car models are indicating sufficient correlation of the adapted parametric car models with the full scale crash reconstructions. However, further developments of the parametric models to be capable for the use in lateral impacts and rear impacts are needed. For the PC Crash simulation runs the output sampling rate is too large to allow sufficient analysis. In addition the performance appears to be too general.
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.
The share of high-tensile steel in car bodies has increased over the last years. While occupant safety has generally benefited from this measure, there is a potential risk that, as a result, rescue time may increase considerably. In more than 60% of all car occupant fatalities a technical rescue has been necessary. These are in particular those cases where occupants die immediately at the accident scene. Therefore, in these cases "rescue time" is a very sensitive parameter. In addition to the general analysis of the need of technical rescue and the actual rescue time depending on model years, the injury pattern of occupants requiring technical rescue will be analysed to provide advice for rescue teams. Furthermore, a detailed analysis of rescue measures for the most popular car models depending on the safety cell design is given.
The misuse of CRS (child restraint system) is one of the most urgent problems in connection of child safety in cars. Numerous field studies show that more than two thirds of all CRS are used in a wrong way. This misuse could lead to serious injuries for the children. Surprisingly the quality of CRS use is coded much better in accident data (e.g. GIDAS) than the results of observatory field studies show. It is expected that misuse of CRS was not detected by the accident teams in a large number of the cases. An essential part in improving child seats and their usability is the knowledge of the relation between misuse and resulting injuries. For that the analysis and experimental reconstruction of accidents is an important part. For allowing an exact experimental accident reconstruction, it is necessary to have detailed information about the securing situation of the child and about the installation of the CRS in the car.